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Limitation of Atma (self)-Realization
To what extent does ãtmã-realisation actually help at the time of death?"
Shriji Mahãrãj replied, "When faced with the task of crossing a river, one who knows how to swim can cross it, whereas one who is unable to swim will be left standing. However, when faced with the task of crossing an ocean, both require the aid of a ship. Similarly, a river - in the form of the dualities of cold and heat, hunger and thirst, honor and insult, happiness and misery - may be crossed by a person with ãtmã-realisation; death, however, is like an ocean. In that case, both a person with ãtmã-realisation and a person without it require the help of a ship in the form of faith in God. Therefore, only the firm refuge of God is helpful at the time of death, whereas ãtmã-realisation alone is of no use whatsoever at the time of death. For this reason, one should firmly cultivate faith in God."
Vachanamrut Gadhadã I-61
Our Daily Challenge: Heavenly
This was taken at the Self Realization Fellowship Meditation Gardens in Encinitas. It is a very peaceful spot that I return to often. It is beautifully situated high above the Pacific Ocean, about 25 miles north of downtown San Diego. The temple and gardens were established by swami Paramahansa Yogananda in 1937, but the temple itself was built too close to the cliff edge, and was torn down in 1942 to avoid it tumbling into the ocean. This shot is at the steps which once lead to the original temple. You can see a picture of the temple on the plague near the bottom of this image..
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Towards the end of the Korean War, the USAF came to the realization that their transport fleet was becoming obsolete. The C-46 Commandos and C-47 Skytrains in service were no longer adequate, while the C-119 Flying Boxcar was having difficulties. In 1951, the USAF issued a requirement for a new tactical transport, an aircraft that would need to carry at least 72 passengers, be capable of dropping paratroopers, and have a ramp for loading vehicles directly into the cargo compartment. Moreover, it must be a “clean sheet” design, not a conversion from an existing airliner, and the USAF preferred a turboprop design. Five companies submitted designs, and six months later the USAF chose Lockheed’s L-402 design—over the misgivings of Lockheed’s chief designer, Clarence “Kelly” Johnson, who warned that the L-402 would destroy the company. Little was Johnson to know that, fifty years later, the L-402—designated C-130 Hercules by the USAF—would still be in production, and one out of only five aircraft to have over 50 years of service with the original purchaser.
The C-130 was designed to give mostly unfettered access to a large cargo compartment—the ramp forms an integral part of the rear fuselage, the wing is mounted above the fuselage, and the landing gear is carried in sponsons attached to the fuselage itself, while the fuselage has a circular design to maximize loading potential. The high wing also gives the C-130 good lift, especially in “high and hot” situations. The Allison T56 turboprop was designed specifically for the Hercules, and has gone on to become the most successful turboprop design in history.
After two YC-130 prototypes, the Hercules went into production as the C-130A in 1956, to be superseded by the improved C-130B in 1959. In the 50 years hence, the basic C-130 design has not changed much: the C-130E introduced underwing external fuel tanks, while the C-130H has a slightly different wing. Even the new C-130J variant only introduced new engines with more fuel efficient six-bladed propellers: the basic design remains the same. Lockheed also offers stretched versions of the Hercules, initially as a civilian-only option (the L-100-30); the British Royal Air Force bought this version as the C-130K and it was later adopted by other nations, including the United States.
The basic C-130 is strictly a transport aircraft, but the versatility of the aircraft has meant it has been modified into a dizzying number of variants. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft.
The “Herky Bird,” as it is often nicknamed, has participated in every military campaign fought by the United States since 1960 in one variation or the other. During Vietnam, it was used in almost every role imaginable, from standard transport to emergency bomber: as the latter, it dropped M121 10,000 pound mass-focus bombs to clear jungle away for helicopter landing zones. It was also instrumental in resupplying the Khe Sanh garrison during its three-month siege. Hercules crews paid the price as well: nearly 70 C-130s were lost during the Vietnam War. In foreign service, C-130s have also been used heavily, the most famous instance of which was likely the Israeli Entebbe Raid of 1976, one of the longest-ranged C-130 missions in history. C-130s are often in the forefront of humanitarian missions to trouble spots around the world.
As of this writing, over 2300 C-130s have been built, and most are still in service. It remains the backbone of the USAF’s tactical transport service; attempts to replace it with the Advanced Tactical Transport Program (ATTP) in the 1980s and to supplement it with the C-27J Spartan in the 2000s both failed, as the USAF realized that the only real replacement for a C-130 is another C-130.
The standard C-130H transport is represented in the Malmstrom Museum’s model collection by an aircraft belonging to the 120th Fighter Wing (Montana Air National Guard), based at Great Falls International Airport. This aircraft was initially assigned to the 120th FW in 1988 as a support aircraft for the wing’s F-16A(ADF) Fighting Falcons, but only remained with the unit for about a year as it was deemed unnecessary. It is camouflaged in the standard C-130 scheme of the time, Europe Two, with overall two shades of green and gray. It also carries the 120th’s distinctive buffalo-skull-and-mountains motif on the tail, identical to that carried by the F-16s at the time. Ironically, the 120th FW would reequip with C-130s in 2014 to become the 120th Airlift Wing.
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The realization of a sculpture designed by Leonardo Da Vinci but never created. This copy was sculpted by Nina Akamu. Random tourist for scale.
As planned by Leonardo, the bronze horse is 24 feet (7.3 metres) tall.
"…To me, who seeks the company of prostitutes all the time, spending on them whatever little money I earn by bestowing lavish praises on men who lack wisdom, who never pray to Your holy feet, who are dunces, who indulge in devilish activities and who have no sense of gratitude; pray Muruga, grant me Moksha (from all this)".
This picture was taken about 2 years ago!
It's so crazy too, cause I remember exactly what was going
on in my life at that time!!!
It really makes me realize how thankful
I am to have the certain ppl I have in my life now!!
...somewhere along the line i've turned into my grandpa. How did this occur? i'm not ready to grow up yet...
SOTD: Jump Then Fall - Taylor Swift
"I like the way your hair in your face, you got the keys to me, I love each freckle on your face. Oh I've never been so wrapped up, honey. I like the way you're everything I ever wanted. I had time to think over and I can say is come closer."
recently I've come to the realization that almost the only important thing is to be there. everything else comes down to aesthetic.
this is Kate, one of the many wonderful people around here.
of one's own potential and self-confidence in one's ability,
one can build a better world.
Dalai Lama
Heather has come to the realization that she can't escape from my camera, so she might as well smile.
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