I love it when they do this. There's always that initial startled reaction, then the realization that it's not really real, just a Christmas fantasy. Thanks, Scout!

1. Hey! You with the Camera! Buzz Off!!, 2. Deer, 3. Flaps Up, Check Left and Right ..., 4. Gone to Seed Already, 5. Maple Glow, 6. Love, 7. Purple Rain, 8. Spring Blossoms,

9. Wedding Dress, 10. Anna's Hummingbird in Flight, 11. Poser, 12. Couldn't You at Least Break It Off the Cob for Me???, 13. Pearls of Light, 14. Happy Birthday, Linda, 15. Anna's Hummingbird - Rear View, 16. Holiday Express,

17. Old Man's Beard, 18. Shabby Chic, 19. Fall Berries, 20. Cherry Blossoms, 21. Rhodoglow, 22. Spotted Towhee, 23. Angry Jay, 24. Ready,

25. Autumn's Promise, 26. Pretty in Pink, 27. Flicker Belly - Best Viewed Large, 28. Nose, 29. A Favorite Color Combo, 30. Daffodil Edge, 31. My Friend Flicker, 32. Butterfly on a Dandelion,

33. The End of the Rainbow, 34. Steller's Jay, 35. My Purple Iris Turned Blue, 36. Sagebrush Buttercup ( Ranunculus glaberrimus Hook.), 37. Inner Truth, 38. Beckoning, 39. Male Downy Woodpecker at the Blue Hour, 40. Song Sparrow in the Snow,

41. Burning Bright, 42. What's This Cold White Stuff?, 43. The Mime at Work, 44. A Bunny Dance, 45. Yellow-Rumped Warbler (Audubon's Form) at the Blue Hour, 46. Green Peace, 47. Weed in the Sunlight, 48. Pink and White Dahlia,

49. November Rose, 50. Syrphid Fly on Queen Anne's Lace (with company), 51. Pileated Woodpecker on the Suet Feeder, 52. House Sparrow Portrait, 53. Frog at the Pond, 54. Spotted Towhee, 55. House Finch, 56. Pink Dahlia,

57. Field of Dreams, 58. The Bee in the Mallow, 59. Goldfinch Portrait #1, 60. Colors of Autumn, 61. Wet Leaves, 62. Val with Jade, 63. Western Scrub-Jay, 64. Pileated Woodpecker in a Tree,

65. The Beautiful (and Wet) Duckling, 66. Lonely Little Flower, 67. Flipadoodle (Crane Fly), 68. Farewell to the Cherry Blossoms, 69. Spider, 70. My Live Earth, 71. The Wooden Bridge, 72. Greater Yellowlegs

Created with fd's Flickr Toys.

By the beginning of the 1970s, the nations of Western Europe had come to the realization that a dedicated strike aircraft was desperately needed. Most of NATO was depending on the F-104G Starfighter as their primary interdiction and strike aircraft, while France had only aging Mysteres and modified Mirage IIIs. The United Kingdom did not even have that: the promising TSR.2 had been cancelled, as had a British version of the F-111 Aardvark. Moreover, the UK also lacked an interceptor, relying on the outdated Lightning F.6. Finally, as the emerging European Common Market (the forerunner of the European Union) sought to distance itself from the United States, Western Europe desired an aircraft designed by Europeans for Europeans, rather than depending on American designs.

All parties agreed that the new Multi-Role Combat Aircraft (MRCA) should be a twin-engined dedicated strike aircraft, with variable-sweep wings that would allow it high dash speed at low-level to the target, yet allow it to operate from short runways or semi-improved fields. Political infighting over who would lead the MRCA project led France to withdraw from the program, followed by Canada, Belgium, and the Netherlands, leaving just West Germany, Britain, and Italy by 1971. Production of the MRCA would be divided between Messerschmitt-Bolkow-Bohm (MBB) of Germany, the British Aircraft Company (BAC) of the UK, and Fiat of Italy, under the umbrella of Panavia; the engines would similarly be produced by all three nations, with Britain’s Rolls-Royce in the lead, as Turbo-Union. Though Germany preferred a single-seat aircraft and the UK wanted an interceptor, the nations agreed to a two-seat aircraft to lessen the pressure on the pilot, while the MRCA would also be developed as an interceptor to satisfy the British requirement. The emphasis, however, was on the immediate development of a strike aircraft.

With the finalization of the aircraft design, what became the Panavia Tornado came together relatively quickly, with the first prototype flight in August 1974. Testing also went smoothly: the loss of two prototypes to crashes was traced to problems with the variable-flow intakes and the thrust reverser, which had been added to the design to improve its short-field landing performance. The strike version, designated Tornado IDS (Interdiction/Strike) for Germany and Italy, and Tornado GR.1 for Britain, entered service in 1979. Despite the hopes of the Panavia partners, the Tornado was never an export success, with only Saudi Arabia purchasing the aircraft: the F-16 and Mirage F.1 were cheaper alternatives, with more weapons options and less mechanically complex.

The Tornado IDS nonetheless proved to be a superb aircraft, with excellent handling in all flight profiles, and open to continual improvement. After the success of the American Wild Weasel program, Germany and Italy opted for a further development of the Tornado IDS to a dedicated anti-SAM aircraft, the Tornado ECR (Electronic Countermeasures/Reconnaissance).

The Tornado would never be called on to fight a war in Central Europe against the Soviet Union, which it had been designed to do. Instead, its first combat would come in the deserts of Iraq in the First Gulf War. RAF Tornados were tasked specifically with runway interdiction of Iraqi airfields—tactics that had been practiced often in anticipation of a Third World War. The result was near-disastrous: Iraqi antiaircraft fire accounted for three Tornados in as many days, as RAF pilots had trained to use terrain avoidance in Europe to mask them from ground fire; in Iraq, there was no terrain to hide behind. This forced the Tornado force to medium altitudes and freefall bombs only, as the Tornado IDS/GR.1 lacked the ability to launch precision-guided munitions.

The Tornado has since done better. Continually improved to carry a wide variety of weaponry, including the ALARM antiradar missile, Brimstone antitank missile, Kormoran and Sea Eagle antiship missiles, and American-built JDAMs, Tornados from Germany, Italy, and the UK have participated in wars in Bosnia, Kosovo, Iraq, Afghanistan, and Libya. In Afghanistan, German Tornado ECRs have been invaluable using their onboard sensors to detect improvised explosive devices, while Italian Tornado IDS and RAF Tornado GR.4s essentially grounded the Libyan Air Force in the first days of the conflict by hitting runways and hangars; RAF Tornados flew from bases in the UK to Libya in the longest missions since the 1982 Falklands conflict. RAF, Luftwaffe, and AMI Tornado IDS/GR.4s will remain in service until at least 2025, to be replaced by either more Typhoons or the F-35 Lightning II. With 992 Tornados produced, the aircraft has easily been the most successful European aircraft built since World War II.

This aircraft represents an early Tornado GR.1 of the Royal Air Force’s famous 617 Squadron (“Dambusters”). This aircraft carries an overall camouflage pattern of two shades of dark gray, which RAF Tornados carried until the mid-1990s, when they switched to an overall medium gray scheme. The high-profile squadron markings were carried on the tail early in 617’s association with the Tornado, before being painted out, though recently they have made a comeback. It is equipped for the anti-airfield mission, with a single centerline JP.233 runway bomblet dispenser and two British general purpose bombs, along with external fuel tanks, ECM pod, and self-defense AIM-9J Sidewinder.

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 it be 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 one of the most successful turboprop designs 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. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) 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. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.

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, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) 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, most recently in the 2011 Sendai earthquake disaster in Japan.

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.

This nose art belongs to 64-0569, a C-130E. Details are spotty on 64-0569's service record, other than it finished its career with the 314th Tactical Airlift Wing at Little Rock AFB, Arkansas, where it served as a trainer for new C-130 crews. It was retired in 2001, flown to Hill AFB, Utah, and had the wings removed to act as both a classroom and an exhibit at the Hill Aerospace Museum.

Someone entering 64-0569 from the museum, however, will see this nose art of a C-130 that has met the wrong end of a tree, and looks a bit loopy for the experience. Given that all the parts shown stuck in the tree are also those missing from 64-0569 (the nose, wings and tail), one has to wonder if there is a story behind "Stumpy." Nothing in the admittedly thin service record of 64-0569 shows a major accident, so maybe this is just a commentary on its current condition. In any case, nose art is rare on USAF aircraft these days, so I had to get this shot.

By the beginning of the 1970s, the nations of Western Europe had come to the realization that a dedicated strike aircraft was desperately needed. Most of NATO was depending on the F-104G Starfighter as their primary interdiction and strike aircraft, while France had only aging Mysteres and modified Mirage IIIs. The United Kingdom did not even have that: the promising TSR.2 had been cancelled, as had a British version of the F-111 Aardvark. Moreover, the UK also lacked an interceptor, relying on the outdated Lightning F.6. Finally, as the emerging European Common Market (the forerunner of the European Union) sought to distance itself from the United States, Western Europe desired an aircraft designed by Europeans for Europeans, rather than depending on American designs.

All parties agreed that the new Multi-Role Combat Aircraft (MRCA) should be a twin-engined dedicated strike aircraft, with variable-sweep wings that would allow it high dash speed at low-level to the target, yet allow it to operate from short runways or semi-improved fields. Political infighting over who would lead the MRCA project led France to withdraw from the program, followed by Canada, Belgium, and the Netherlands, leaving just West Germany, Britain, and Italy by 1971. Production of the MRCA would be divided between Messerschmitt-Bolkow-Bohm (MBB) of Germany, the British Aircraft Company (BAC) of the UK, and Fiat of Italy, under the umbrella of Panavia; the engines would similarly be produced by all three nations, with Britain’s Rolls-Royce in the lead, as Turbo-Union. Though Germany preferred a single-seat aircraft and the UK wanted an interceptor, the nations agreed to a two-seat aircraft to lessen the pressure on the pilot, while the MRCA would also be developed as an interceptor to satisfy the British requirement. The emphasis, however, was on the immediate development of a strike aircraft.

With the finalization of the aircraft design, what became the Panavia Tornado came together relatively quickly, with the first prototype flight in August 1974. Testing also went smoothly: the loss of two prototypes to crashes was traced to problems with the variable-flow intakes and the thrust reverser, which had been added to the design to improve its short-field landing performance. The strike version, designated Tornado IDS (Interdiction/Strike) for Germany and Italy, and Tornado GR.1 for Britain, entered service in 1979. Despite the hopes of the Panavia partners, the Tornado was never an export success, with only Saudi Arabia purchasing the aircraft: the F-16 and Mirage F.1 were cheaper alternatives, with more weapons options and less mechanically complex.

The Tornado IDS nonetheless proved to be a superb aircraft, with excellent handling in all flight profiles, and open to continual improvement. After the success of the American Wild Weasel program, Germany and Italy opted for a further development of the Tornado IDS to a dedicated anti-SAM aircraft, the Tornado ECR (Electronic Countermeasures/Reconnaissance).

The Tornado would never be called on to fight a war in Central Europe against the Soviet Union, which it had been designed to do. Instead, its first combat would come in the deserts of Iraq in the First Gulf War. RAF Tornados were tasked specifically with runway interdiction of Iraqi airfields—tactics that had been practiced often in anticipation of a Third World War. The result was near-disastrous: Iraqi antiaircraft fire accounted for three Tornados in as many days, as RAF pilots had trained to use terrain avoidance in Europe to mask them from ground fire; in Iraq, there was no terrain to hide behind. This forced the Tornado force to medium altitudes and freefall bombs only, as the Tornado IDS/GR.1 lacked the ability to launch precision-guided munitions.

The Tornado has since done better. Continually improved to carry a wide variety of weaponry, including the ALARM antiradar missile, Brimstone antitank missile, Kormoran and Sea Eagle antiship missiles, and American-built JDAMs, Tornados from Germany, Italy, and the UK have participated in wars in Bosnia, Kosovo, Iraq, Afghanistan, and Libya. In Afghanistan, German Tornado ECRs have been invaluable using their onboard sensors to detect improvised explosive devices, while Italian Tornado IDS and RAF Tornado GR.4s essentially grounded the Libyan Air Force in the first days of the conflict by hitting runways and hangars; RAF Tornados flew from bases in the UK to Libya in the longest missions since the 1982 Falklands conflict. RAF, Luftwaffe, and AMI Tornado IDS/GR.4s will remain in service until at least 2025, to be replaced by either more Typhoons or the F-35 Lightning II. With 992 Tornados produced, the aircraft has easily been the most successful European aircraft built since World War II.

It is a bit odd to find a Tornado in the American Southwest, but that's where Tornado IDS 43+74 ended up. It was one of just over a hundred Tornados delivered to the West German Marineflieger's MFG 1 in 1982, based at Jagel. Whereas the Luftwaffe's Tornados were optimized for strike and interdiction, the Marineflieger's aircraft were meant primarily for antiship roles: their role in wartime would be to sink any Warsaw Pact ships trying to break out into the North Sea, or land troops in Denmark or northern West Germany. Tactical reconnaissance was a secondary role, with provision for camera pods.

After the Cold War ended, MFG 1 was disbanded in 1993 as part of the post-Cold War drawdown. 43+74 was transferred to AKG 51 of the Luftwaffe, the service's reconnaissance unit, but never actually flew with AKG 51; instead, it was retired. Later that year, it was flown to the AMARG storage facility at Davis-Monthan AFB, Arizona, to test if the Tornado could be stored there--Germany maintained a squadron of Tornados at Holloman AFB, New Mexico for training, and it would be more cost-effective to simply store them in Arizona rather than flying them back to Germany. Once testing was finished, 43+74 was donated to the USAF for display, and in 2006, it was handed over to the Pima Air and Space Museum.

As mentioned above, the American Southwest is the last place most would look for a German Tornado, but in reality, that's where three of the four Tornados on display in North America are located--two in New Mexico, and 43+74 at Pima. (The fourth is a former RAF Tornado GR.1 at the National Museum of the USAF in Dayton, Ohio). 43+74 retains the Cold War camouflage of Marineflieger units--unlike Luftwaffe units, which preferred wraparound colors, the Marineflieger aircraft used a medium gray over white scheme, which was preferred for overwater operations. Later Marineflieger Tornados switched to two shades of gray in a wraparound scheme. The Marineflieger anchor symbol is carried on the intakes, with a small "Marine" legend on the tail; MFG 1's crest is carried atop the tail.

When I was a kid, my favorite toy was a small Matchbox Panavia Tornado I got for Christmas in 1978. At that point, the Tornado was still known mainly as the MRCA, but mine was in Marineflieger camouflage. I cherished that toy until 1984, when it was lost in the move to Montana. At that point, I had to switch my affections (and my pretend fighter pilot career) to the A-4 Skyhawk.

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 it be 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 one of the most successful turboprop designs 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. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) 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. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.

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, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) 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, most recently in the 2011 Sendai earthquake disaster in Japan.

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.

To warn of Soviet bomber and missile attacks over the North Pole, the United States and Canada constructed the Distant Early Warning (DEW) Line across northern Canada in the late 1950s. Given that the DEW Line was constructed in tundra covered in snow and ice most of the year, the USAF needed a way to supply these remote stations, which needed a little more than "bush" planes could supply.

Modifying aircraft with skis had been done for decades by then, so it was not particularly difficult to modify the C-130 Hercules by adding skis around the landing gear. When the gear retracted, the skis would be flush against the fuselage, which meant that ski-equipped C-130s could operate from regular runways as well as snowy ones. The USAF subsequently modified 12 C-130As into ski-equipped C-130Ds; these were also equipped with RATO (rocket-assisted takeoff) bottles for better short-field takeoff performance. The C-130Ds were later supplemented by US Navy LC-130Fs, and their role expanded to assisting US research stations in Antarctica. All early C-130 variants were withdrawn from service in the late 1980s in favor of standardizing on the LC-130H, and both USAF and Navy LC-130 operations were concentrated into the 109th Tactical Airlift Wing of the USAF in 1999.

57-0493, displayed at the Pima Air and Space Museum, was modified on the production line to a C-130D, and assigned in 1959 to the 314th Troop Carrier Wing, based at Stewart AFB, Tennessee. In practice, the aircraft would rarely see its comparatively warm home in Tennessee, as it was usually deployed to Sonderstrom, Greenland to support the DEW Line or to Christchurch, New Zealand, to support research in Antarctica. In 1966, the USAF transferred it to the 21st Composite Wing at Elmendorf, Alaska to simplify northern deployments, by which time the C-130Ds had generally adopted the LC-130 designation. As the older LC-130As/C-130Ds were replaced by newer LC-130Hs, 57-0493 was sent to the 109th TAW (New York ANG) at Schenectady, and in 1985, it was retired. It went on display at Pima in 1988.

57-0493 looks a bit rough: Spraylat preservative still covers most of the cockpit and fuselage windows, as well as parts of the engines, while the propellers need some repainting. The overall light gray with international orange nose, tail and wing panels was a scheme carried by the LC-130 fleet for its entire career, and the current LC-130 fleet retains the paint job. 57-0493 also retains the earlier three-bladed propellers used by the C-130A. The skis are in the deployed position.

After years of hearing about "Ski-130s" when I was a kid, it was fun to finally see one.

Visit Toyark.com and TFW2005.com for full sets of these galleries!

We would like to present hand painted oil on canvas painting (recreation) of Afremov's artwork mentioned in the title. This art piece made by Leonid Afremov Studio with the same amount of soul and emotion just like the first original painting. The piece is created with oil paint on artistic canvas using Afremov's unique technique of a palette knife.

afremov.com/moment-of-realization-oil-painting-wall-art-c...

Who am I? You may be a doctor / someone's brother / someone's husband / someone's son etc all this is worldly knowledge. And it is in relation to your sister / wife / parents. In relative terms, all these identities are fine. But who are you in absolute terms? You are a Pure Soul.The bigger purpose of life is to experience your Pure Soul. So, how do you experience the Pure Soul? You need a Gnani Purush (the One who is in the state of the Pure Soul). He will make you aware of your absolute state, while you can continue your life normally as it was before.Watch this video and visit the link to find out more about Self-Reailzation and the Gnani Purush :

For More Information Visit:

In English: www.dadabhagwan.org/path-to-happiness/spiritual-science/w...,

In Hindi: hindi.dadabhagwan.org/path-to-happiness/spiritual-science...

In Gujarati: www.dadabhagwan.in/path-to-happiness/spiritual-science/wh...

Name: Kraanspoor

City: Amsterdam

Architect(s): OTH (Ontwerpgroep Trude Hooykaas bv)

realization: 2007

Kraanspoor (translated as crane track) is a light-weight transparent office building of three floors built on top of a concrete craneway on the grounds of the former NDSM (Nederlandsche Dok en Scheepsbouw Maatschappij) shipyard, a relic of Amsterdam’s shipping industry. This industrial monument, built in 1952, has a length of 270 meters, a height of 13,5 meters and a width of 8,7 meters. A street length and width. The new construction on top is the same 270 meters long, with a width of 13,8 meters, accentuates the length of Kraanspoor and the phenomenal expansive view of the river IJ. Fully respecting its foundation, the building is lifted by slender steel columns 3 meters above the crane way, appearing to float above the impressive concrete colossus.

The challenge of the design for OTH was to utilize the maximum allowable load of the existing craneway. The concrete craneway functions as a foundation, and carries the maximum possible weight of a three storey building, with an asymmetrical overhang on the water-side; this is due to the heavier load barring function for the former revolving cranes that cantilevered to this side. The light-weight building of steel construction made the light-weight floors necessary. By using a hollow Infra+ floor system, the piping and wiring are tucked away in the floor allowing for a maximum clear height.

The glass building is clear and simple in plan. The newly built construction is characterized by its transparent double-skin climate façade of glass: the outer layer of moveable motor-driven glass louvers appear as lace-work around the building, the inner façade is of hinged timber windows with a full height from office floor to ceiling. This climate façade allows natural ventilation of the offices and acts as a buffer against heat in the summer and cold in the winter. The concrete Infra+ underfloor of only 70mm allows for concrete core activity. The water from the IJ river is pumped up and used for heating as well as cooling via a water pump.

The pre-existing facilities have been utilised in the building’s new function. The former four old stairwells still remain as entrance to the building and are foreseen with panorama lifts and new stairs. The two gangways/catwalks alongside the concrete craneway function as fire-escape routes. In the heart of the original concrete structure, underneath the new structure, is extensive archive/storage space.

"A seamless combination of old and new – industrial heritage and modern architecture in which the waterways are restored and the slipway determines the orientation. The entire place with its shipping industrial past has an intense energy. The object is to intertwine the old with the new, to preserve history, and not loose this energy.

The wharf is dead? – Long live the wharf."

text: www.archdaily.com

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 it be 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 one of the most successful turboprop designs 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. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) 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. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.

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, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) 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, most recently in the 2011 Sendai earthquake disaster in Japan.

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.

74-1670 was delivered to the USAF in 1975 and spent much of its career with the 463rd Tactical Airlift Group and 317th Airlift Group, both stationed at Dyess AFB, Texas. In 2014, it was reassigned to the 120th Airlift Wing (Montana ANG) at Great Falls International Airport.

Though I already have a C-130H of the 120th AW in my collection, I wanted to get a picture of 74-1670 when it was on display at the Wings Over the Falls Airshow in July 2017. It is the only C-130 I know of the 120th that has a black nose; the other C-130s have AMC Gray noses along with the rest of the aircraft. 1670 also has "City of Billings" prominently painted on the port crew door, so this may be the commander's aircraft for the Wing, which accounts for the black nose. (Or it could just be a replacement nose from another C-130.) Either way, this is a pleasant study of a C-130 and the 120th's rather impressive tail art--the mountains represent Montana, while the buffalo skull is a reference to Great Falls' most famous citizen, western painter Charles M. Russell.

ink on paper.

vacant mortality and slow realization of contemplation....

I made this image with the Assembly app which ties in to iMessage with your own “home-made” stickers.

Assembly - Art and Design by Pixite LLC itunes.apple.com/us/app/assembly-art-and-design/id1024210...

n. the realization that each random passerby is living a life as vivid and complex as your own—populated with their own ambitions, friends, routines, worries and inherited craziness—an epic story that continues invisibly around you like an anthill sprawling deep underground, with elaborate passageways to thousands of other lives that you’ll never know existed, in which you might appear only once, as an extra sipping coffee in the background, as a blur of traffic passing on the highway, as a lighted window at dusk.

Singapore 2013

We hoard away memories, ones we don’t even need. Ones we don’t even want. But we still keep them, letting them build up until you suffocate in the clutter. I can’t suffocate anymore.

I felt like my photostream was cluttered, mainly with bad photos so I recently deleted about twenty or so of them. But I still feel like I need to delete more. And I don’t know what else to delete because I tried not to get rid of pictures with favorites of comments or anything (In respect of people who cared to do so). But I probably will eventually and I don’t know what I’m telling you guys this for… I don’t know, maybe for help on what not or what to delete. Jkkjsdajkghfasuofgl. I dunno.

Anyway I know I’m super late BUT in my defense I did take this on July 28th. This is for Erin Rena’s Challenge, "Set up your tripod. Step in front of your camera. No acting, no pretending. No fear. Just think, feel, and capture it. See what expression shows up on your camera."

Better late than never, right?

Almost SOOC, just took the saturation down a little and a bit of contrast.

I’ll write next time :3 Oh and sorry for that…at the beginning XD Oh, and I have soooo many pictures but I have to get around to them:)

Press 'L'

Prompts: We're dead inside It goes on and on, let this go When it stops, we'll never know We're hypnotized And they won't stop 'til you're ( zombified), go, soft touch.

Song Inspiration: ✩ Explicit Content. ✩

Falling In Reverse - "ZOMBIFIED"

Created with #midjourney #photoshop

Thank you for your visit, faves, and kind comments. 😊

© AI Art Legends 2022

"The only limit to our realization of tomorrow will be our doubts of today. Let us move forward with strong and active faith."

Looking south-southwest at an inscription in the fourth "room" of the Franklin D. Roosevelt Memorial in Washington, D.C., on March 15, 2012. This quotation is from Roosevelt's undelivered Jefferson Day Address, scheduled for a nationwide radio address on April 14, 1945. Roosevelt wrote the speech on the night of April 11. He he died from a cerebral hemorrhage the following day.

The memorial was designed landscape architect Lawrence Halprin and dedicated on on May 2, 1997, by President Bill Clinton. It's spread over 7.5 acres (3.0 hectares) of West Potomac Park. (Roosevelt was an avid conservationist. Fittingly, West Potomac Park is made up of silt dredged from the bottom of the Potomac River from 1880 to 1911.) The main entrance is at the north end, although just as many people enter from the south end (walking along the Tidal Basin from the Jefferson Memorial).

The memorial consists of four roofless, outdoor "rooms" created by gigantic blocks of rough red South Dakota granite. Each "room" represents one of Roosevelt's terms in office, and each room has a waterfall, inscriptions, and sculpture. The first room's walls are more smoothed and the blocks of stone aligned, and the waterfall is small, smooth, and quiet. The subsequent rooms express the increasing complexity of Roosevelt's presidency as depression and war intruded. The stone becomes less smooth, some blocks of stone are misaligned or jut from the walls; in the third room, massive stones actually lie in the center of the space, tumbled on top of one another. The waterfalls become larger, more complex, more chaotic.

Interestingly, the waterfalls were designed to be played in. But the National Park Service, deeply worried that someone would slip and fall on the algae-covered rocks, quickly banned people from doing so.

Out of respect for Roosevelt's own disability, the entire memorial is wheelchair accessible. All the sculptures are meant to be touched, and the second "room" contains a huge wall "quilt" of images -- an artwork known as "Social Programs" -- that depicts the people Roosevelt helped (with Braille inscriptions describing each one next to the panels).

Stonecarver John Benson did the granite inscriptions seen throughout the memorial. Here's a list of the sculptures in the memorial, along with their creators:

* "Prologue" - By Robert Graham, this is the life-size sculpture of Roosevelt in his wheelchair which stands in front of the main entrance to the memorial.

* "Presidential Seal, 1932" - By Tom Hardy, this is in the "first room" and depicts the Great Seal of the President of the United States as it existed in 1932 at the time of Roosevelt's first inauguration.

* "First Inaugural" - By Robert Graham, this bas-relief panel in the "first room" depicts an image inspired by film footage taken during the first inaugural parade.

* "The Fireside Chat" - By George C. Segal, this sculpture in the "first room" depicts a man seated in a chair, listening to one of Roosevelt's radio addresses (the "fireside chats").

* "Farm Couple" - By George C. Segal, this life-size sculpture in the "second room" depicts a farmer standing next to his wife (seated in a chair) in front of a barn door (with the upper half of the door open). It symbolizes Roosevelt's commitment to saving American agriculture.

* "Depression Bread Line" - By George C. Segal, this sculpture in the "second room" depicts six life-size male figures stand in a line to get free bread. The men face west, and it is just a few feet west of "Farm Couple."

* "Social Programs" - By Robert Graham, these 54 bronze panels on a wall and four pillars in the "second room" depict the social programs Roosevelt enacted.

* "Funeral Cortege" - By Leonard Baskin, this bas-relief bronze panel in the "fourth room" depicts the funeral of Roosevelt in 1945.

* "Eleanor Roosevelt" - By Neil Estern, this life-size statue of the First Lady stands between the "third" and "fourth" rooms. Placed in a niche, it depicts her later in life in a cloth coat, the Seal of the United Nations behind her and to her left. It is the only depiction of a First Lady at a national memorial.

* "Fala and Franklin D. Roosevelt" - By Neil Estern, this slightly larger-than-life statue in the "fourth room" is based on depictions of an aging, sick Roosevelt at the Yalta Conference. His cloak masks the chair in which he sits. (If you look closely at the back of the statue, you can see that the chair has wheels, although it is not a wheelchair.) Roosevelt's faithful Scottish Terrier dog, Fala, stands beside him.

In the "third room" -- the room dedicated to the war years -- is a massive tumble of granite blocks. Inscribed on a block tilted against another are the words "I Hate"; the block on which this is tilted contains the word "War." This sculpture (for that is what it is) is the "I Hate War" piece. Its placement and design was by Halprin, and Benson carved the words. It was inspired by Roosevelt's 1936 "I Hate War" speech, given in Chautauqua, New York. A longer inscription from the speech is on the stone wall next to the waterfall.

It should be noted that the Estern sculpture, as originally planned, more prominently featured Roosevelt in a wheelchair. But this was changed because various project overseers said Roosevelt had not been depicted in a wheelchair in public.

Disability advocates strongly criticized this decision when the memorial opened and there was no image of Roosevelt in a wheelchair. The National Park Service permitted disability advocates to add a sculpture near the memorial's entrance, which is the "Prologue" statue by Robert Graham.

Memorial designer Lawrence Halprin applauded the move. He said that Roosevelt loved debate and discussion, and rarely made decisions himself but rather ordered his subordinates to "hash it out" and come to a decision. Halprin said adding the sculpture is a true memorial to Roosevelt, for it exemplified people of good will coming together in disagreement but forging a compromise that will allow everyone to move ahead.

I took almost the exact same photo from almost the exact same spot 4 years before this photo was taken. putanginacupnstir.deviantart.com/art/View-from-the-garden...

It was such a strange feeling revisiting this place. The first time I came to the meditation gardens, I was not even aware that I was in Encinitas. So before I came to the meditation gardens this time around, I thought it was my first time in Encinitas. It was not, apparently. It felt almost as if my life came full circle. But not really.

The Self-Realization Fellowship meditation garden has a cactus bed that overlooks the crashing waves of the Pacific Ocean in Encinitas, California

In 1960, the US Army came to the realization that it had no real scout helicopter: the OH-13 Sioux could operate effectively in the role, but it was aging and its slow speed made it vulnerable to ground fire. The O-1/L-19 Birddog was a good scout aircraft, but it did not have the mobility of a helicopter. With this in mind, the Army issued a requirement for a Light Observation Helicopter (LOH). The new helicopter needed reasonably high speed, good visibility from the cockpit, and be not too expensive. Bell, Hiller and Hughes all developed prototypes; in 1965, the Army chose Hughes' Model 369 as the OH-6A Cayuse, and placed an order for 1300 helicopters.

The Army was then presented with a problem. Hughes did not have a large factory, and was run by the mercurial and unpredictable Howard Hughes: there was a real concern that Hughes could not deliver the order. Moreover, the Army learned that Hughes had deliberately undercut Bell's and Hiller's bids to win the contract, and as such was taking massive losses on the OH-6. The Army then reopened the competition, and Bell's OH-58A Kiowa won this time: the Army would use both helicopters. As for Hughes, the company would later make up the losses by marketing the OH-6 as the Model 369 and later the Model 500.

The OH-6A entered service in 1966, and was sent to Vietnam soon thereafter. Though given the name Cayuse (as part of the US Army's tradition of naming helicopters after native tribes), this name never stuck: instead, the helicopter was nicknamed Loach, after the LOH project name and its buglike appearance. Loaches were quickly armed with field modification kits to carry machine guns, and were usually paired with the also newly-arrived AH-1 Cobra as a "Pink Team." The job of the Pink Team was to scout ahead of the UH-1 "slicks" carrying troops: the OH-6 would come over at low level to see if it drew ground fire. If it did, it would then call in the AH-1s to attack the enemy position and clear the landing zone. This hunter-killer team proved very effective, if dangerous to the OH-6 crews: of 1420 OH-6s built, 842 were shot down over Vietnam.

Because of the heavy losses over Vietnam, the scout role after the war was gradually taken over by the OH-58A, which was cheaper to buy and easier to maintain. OH-6s began to be passed on to Reserve and National Guard units, but got a new lease on life after 1980: the Army still needed a small helicopter that could land in places the OH-58 or UH-1 could not. The OH-6 was the only aircraft that fit the bill, and several dozen were seconded to Task Force 158 in preparation for an operation to free the American hostages in Tehran, Iran. The hostages were freed by the Iranians themselves in 1980, but the Army recognized the need for an elite force trained in night operations, and renamed the unit Task Force 160--known to its crews as the "Nightstalkers."

TF 160 proved its worth during Operation Prime Chance, the United States' undeclared naval and air war against Iran in 1988, and the OH-6s were redesignated MH-6 (for transport OH-6s) and AH-6 (for armed versions). Nicknamed "Little Birds" by their crews, TF 160 worked closely with the elite and secretive Delta Force, most notably in the Battle of Mogadishu in 1993, where they were the only gunships available to the beleaguered Army forces in the Somalian city. The standard OH-6 has been retired from Army units, but the MH-6 and AH-6 remain in service. The Cayuse also remains operational with Spain and Japan, though in both cases it is being replaced.

Tracking helicopters can sometimes be an exercise in futility, and unfortunately OH-6A 67-16301 is one of those. It is known to have served in Vietnam, and suffered damage from ground fire on three separate occasions, from 1969 to 1970, after arriving in-country in late 1968. 67-16301 left Vietnam in 1970 and was stationed at Fort Benning, Georgia and Fort Rucker, Alabama until 1975, when it was relegated to Army National Guard units. It was likely retired in the 1980s, after making its last stop with the 140th Aviation Regiment (New Mexico National Guard). It was then dismantled, but 67-16301 was obtained by the War Eagles Air Museum in Santa Teresa, and completely restored by 2013.

The museum certainly did a fine job with 67-16301. It is shown in Vietnam-era camouflage and colors, with the crossed sabers of US Army air cavalry prominently displayed, along with the shield of the famous 11th Armored Cavalry Regiment "Blackhorses." It is equipped with a M134 Minigun 7.62mm gatling gun on the port side, slightly depressed for ground strafing.

The realization that l33tspeak could be applied to hex values in Photoshop led to a few minutes of frivolity.

UPDATE: the sequel, based on some of your suggestions and a few of my own.

blog.jeremypoland.com/ :)

Today I had a realization that went something like this - oh crap I'm leaving thursday and I need to get a photo in now or i'll have to skip a week. So this was sort of last minute. I had no lighting in my room and my walls looked a horrible neon shade in all the pictures I took, so I threw on the 'antique light' preset on LR. I test how that preset looks on most photos that I import into LR and I love it. I don't use it too often. But I am really enjoying it with the tinsel photos :P

Marco nailed this photoshoot. He was just *on*. Even though it took me forever to find something I considered working with. He posed the whole time like a professional.

I should rent him out to modeling agencies. The boy is bringing sexy back and he knows it, lol.

He reminded me why I'm keeping him in 52 weeks for next year. Not that I forgot at all. But the dog is such a friggin rebel in all other aspects of life, he's a difficult puppy (especially with mister perfect Perry showing him up). But I've developed a fantastic connection with him through photography. He will pose proudly for me even if he's uncomfortable, even if i contort him or make him wear embarrassing stuff. I guess he knows that he can't fail (if a picture comes out bad its the photographer's fauly, not the models ;) This is really the one aspect of life where he's glad to play along with me. Good boy, Marco.

My yoga. Vrischikasana. My own realization.

Miguel Angel Guzman

Direction & Choreography

María Cecilia Cuesta, Marianna Escobedo, Lucía González, Cinthia Pérez Navarro, Amira Ramírez, Carolina Tabares & Jimena Villegas

Performers

Angelina Del Buey

Costume Design

Gonzalo Aguilar

Photography

Realization and imagination co star : Sky Sone, Mom, Bro.

The use of this photo is allowed only with written authorization of Svante Oldenburg

Hey everyone, I have come to the realization that I truly truly truly have waaaaaaay too many projects and mannequins in my attic that I will never get around to. Sooooo, if there are any in my photo stream with the tag availble that you have your heart set on, please let me know! I will be hanging onto Lord Lichfield, Miss Sliwka (unless you have deep pockets...) Mr. sitting Super and Cher... Although that may change if there are any Cher crazy folks out there (that would be you Bruce) you never know money talks! Unfortunately I think shipping to Europe is out of the question unless you really feel like paying through the nose. I get a pretty good rate through work with UPS but please don't waste either my time or yours, it will be at least $150 to ship anything that size overseas. Miss Simone pictured is long gone but I never posted this picture. Hit me up through the messages and we'll talk! And yes, I will ship to the US, but only if you have an account already with a shipping company. I will take them across the border myself and drop them in Pembina ND ready for Fedex or UPS to pick up.

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 it be 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 one of the most successful turboprop designs 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. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. 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. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft. C-130s are also used extensively by civilian operators as well as the L-100 series.

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. 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.

Though I don't have a tail number on this model, this 1/72 scale Italeri kit represents an EC-130E Airborne Command and Control Center (ABCCC), as they appeared during the Vietnam War. As the designation hints at, the job of the ABCCC was to coordinate airstrikes around Southeast Asia--by operating in the air, its radios were not limited by the curvature of the earth, and at altitude, it could not be shut down by enemy attack. It also cut down on response time for USAF aircraft moving to help troops in contact on the ground, as the ABCCC could quickly shift assets where they were needed the most. ABCCCs worked closely with forward air control (FAC) aircraft in this role. They were still subject to rules of engagement, and targets were subject to approval from 7th Air Force headquarters in Saigon. This more than occasionally negated the ABCCC's effectiveness. Nonetheless, using the codenames Hillsboro, Alleycat, Moonbeam, Trump and Cricket, ABCCCs were invaluable to the air war over South Vietnam, Cambodia and Laos, and one was usually in the air at all times.

Dad built this EC-130 for Capt. Ron Dallenger, his former boss at 24th NORAD at Malmstrom AFB. During Vietnam, Dallenger flew 93 missions in ABCCCs, assigned to the 7th Expeditionary Airborne Command and Control Squadron (ACCS) at Korat RTAFB, Thailand. It required some conversion work: the two air vents on the forward fuselage of the EC-130E are one of the hallmarks of an ABCCC aircraft. The wheeled "box" below the model is the actual ABCCC trailer--it could be towed out of one EC-130 and placed in another quickly if needed, and kept the system self-contained. Dad scratchbuilt the trailer out of sheet styrene and airliner wheels.

This is the centerpiece of Dallenger's career shadowbox, and contains mementos, medals, pictures and other models showing off a 30-year career in the USAF. Because it's mounted vertically behind glass, it's not the easiest model to photograph.

With the realization that I would be joining some world class photographers in Banff, one of the most spectacular places on Earth, a realistic photography plan would be most helpful! Landscape photography is not a forte of mine but the opportunity to try and capture my impressions on such a big scale was very exciting!

So the idea of 'intimate landscapes' took form and mixed with my artistic nature, this image is what I had envisioned. Little magical scenes that were scattered throughout the region to taste. Nibble. My goodness, the Canadian Rockies landscape was beyond powerful, it took my breath away! And then I watched Anne Strickland and Paul Bruin set up their tripods and face these most staggering scenes that they appeared to me to be in a battle of epic proportions. Is it even possible that such raw beauty be captured by man/woman and camera?

Oh, and they did! Masterfully! But for mere mortals such as myself, it was too humbling! Shooting the Rockies is a little like love at first sight! The impossible becomes possible and slowly one gets more and more assured, falling deeper under it's spell. I'm still in the state of dazzling breathlessness where all is overwhelming. Perhaps a few more return trips will settle me down. But right now I'm intoxicated! And those little kisses of small scenes are all I can handle! :-)

"The only limit to our realization of tomorrow will be our doubts of today. Let us move together with strong and active faith."

The Franklin Delano Roosevelt Memorial, dedicated on May 2, 1997, is spread out over 7.5 elaborate landscaped acre along the Cherry Tree Walk on the Western edge of the Tidal Basin as part of the National Mall. Designed by Lawrence Halprin, it traces 12 years of the history of the United States through a sequence of four outdoor gallery rooms--one for each of FDR's terms of office-- defined by walls of red South Dakota granite.

The idea for a memorial originated in 1946. In 1955, the Franklin Delano Roosevelt Memorial Commission was established by Congress. The current plot of land was secured in 1959 with design competitions following in 1960 and 1966. It wasn't until 1978 that the committee finally approved a design by Halprin and authorized construction in 1982. Ground was broken in September of 1991.

Running water is an important physical and metaphoric component of the memorial. Each of the four "rooms" representing Roosevelt's respective terms in office contains a waterfall. As one moves from room to room, the waterfalls become larger and more complex, reflecting the increasing complexity of a presidency marked by the vast upheavals of economic depression and world war.

The first room introduces Roosevelt's first term as President (1932-1936). Robert Graham's relief sculpture depicts his first inauguration. Tom Hardy's a bronze sculpture depicts The Presidential Seal and a Roman-American eagle. In this room, the single large drop of water symbolizes the crash of the economy that led to the Great Depression.

The second room, Social Policy, details Roosevelt's second term from 1936-1940 and the impact of the New Deal, which created social security, worker's compensation, unemployment insurance, welfare, and fair labor standards. Three sculptural groups by George Segal--Breadline, The Rural Couple, and The Fireside Chat--represent Americans during the Great Depression. The wall opens to an open area with five tall pillars and a large mural, created by Robert Graham, representing the New Deal. The five-panelled mural is a collage of various scenes and objects, including initials, faces, and hands; the images on the mural are inverted on the five columns. In this room, the multiple stairstep drops symbolize the Tennessee Valley Authority dam-building project.

The third room, The War Years, covering the period from 1940-1944 and World War II, explodes to a destructive presence, as giant granite blocks line the path, and a chaotic waterfall rushes down. On the wall, one of 21 inscriptions carved by John Benson, is Roosevelt's famous "I have seen war" quote. To the left of the waterfall sits a Neil Estern's 10-foot tall sculpture of Roosevelt, seated in a dining room chair with roller casters and wearing a floor-length cape, with his dog Fala seated nearby.

The fourth room, Seeds of Peace, covers the period from 1945 to 1955, including Rosevelt's final term, his passing and beyond. It includes Leonard Baskin's Funeral Relief and Neil Estern's sculpture of Eleanor Roosevelt, standing next to the United Nations emblem. In this room, the still pool represents Roosevelt's death.

In the forecourt is Robert Graham's life-size bronze portrait statue of Roosevelt, seated in a wheel chair, facing the Washington Monument. This statue was added in January, 2001, after advocates objected to Estern's depiction which concealed Roosevelt's disability. Though Roosevelt suffered from paralysis as a result of polio, he went through great pains to hide his ailment from the public.

National Register #01000271 (1997)

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 it be 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 one of the most successful turboprop designs 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. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) 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. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.

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, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) 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, most recently in the 2011 Sendai earthquake disaster in Japan.

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.

Though listed in the Pueblo Weisbrod Museum's directory as a C-130B, this is actually C-130E 70-1259. Unlike many "Herky Birds," 70-1259 was to remain with one unit for its entire career: it joined the 317th Tactical Airlift Group at Pope AFB, North Carolina, in 1971, and remained with the unit until it was retired in 2005. In between, it may have served in Panama, Operation Desert Shield/Storm, and over Bosnia. After the 9/11 attacks, 70-1259 was selected to carry the "Let's Roll" memorial emblem. It was scrapped in 2010, but the nose section was saved and donated to the Weisbrod collection.

Obviously 70-1259 has seen some better days, and its AMC Gray scheme has faded considerably after years in the Arizona sun. It will be restored, and already carries "302 AW" on the nose--the 302nd Airlift Wing (Reserve), stationed at Peterson AFB, Colorado--though 70-1259 never served with that unit. The small AACF number on the nose was a temporary designation given when it was stored at AMARG.

i rarely smile a full smile in my outfit pics! hmm.

pink cropped blouse - grlfrndz

high-waisted jeans - topshop

two-tone brogues - vintage

more at the blog (:

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 it be 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 one of the most successful turboprop designs 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. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) 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. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.

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, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) 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, most recently in the 2011 Sendai earthquake disaster in Japan.

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.

When 63-7868 joined the USAF in 1964, probably few could have predicted that it would have a 47-year career. The aircraft's first stop was the 464th Troop Carrier Wing at Pope AFB, North Carolina. It was almost its last stop: on 20 November 1964, 63-7868 was one of several 464th C-130s scrambled to Belgium to participate in Operation Red Dragon. In the Belgian Congo (now Democratic Republic of the Congo), Congolese rebels had seized hostages in Stanleyville. As Belgium did not have the airlift capability to send paratroopers that distance, it asked the USAF for assistance. The C-130s first dropped Belgian paratroopers over Stanleyville early on 23 November, then, once the hostages were freed, landed to evacuate 2000 civilians to Leopoldville. As 63-7868 was taking off, it was hit by ground fire that punctured a fuel tank. The crew elected to keep going and made the 800-mile trip on three engines, with 100 people aboard. For their actions during Red Dragon, all the crews involved were awarded the Mackay Trophy for 1964; the crew of 63-7868 were awarded Air Medals.

63-7868's career was far from over. in 1971, it was assigned to the 374th Tactical Airlift Wing at Clark AFB, Philippines, for operations over Vietnam. It would be more than the normal tactical airlift duties for 63-7868, however: it was seconded to Air America, the CIA's "secret airline" supplying friendly Laotians against the North Vietnamese and Communist Pathet Lao. Though 63-7868 kept its USAF markings and crew, it also carried CIA personnel aboard, and "officially" it never flew anywhere near Laos. This ended with American involvement in Southeast Asia in 1973, and 63-7868 went back to more mundane duties. It would leave Clark in 1987 for duties back in the United States, and would end a remarkable career in 2011 as a conversion trainer with the 314th Airlift Wing at Little Rock AFB, Arkansas. Because of its combat record, it was slated for preservation and was donated to the Museum of Aviation at Robins AFB, Georgia.

As displayed currently, 63-7868 still wears its last color scheme of overall AMC Gray, with "The Rock" tail stripe carried by Little Rock AFB-assigned units. It remains in superb condition as of this writing.

Parish History

A History of St. Stephen Church

St. Stephen Parish is the realization of a dream of about six couples who felt that they needed a place of worship and gathering in the Bentonville area. Going to outlying churches, they just couldn't feel the closeness, warmth and unity of a parish family. Also, it was difficult getting to church in inclement weather.

These people rallied the Catholics in the Bentonville area and began positive steps toward building a parish family. Toward the end of 1987 the request was presented to the Most Reverend Andrew J. McDonald, Bishop of the Diocese of Little Rock.

The Bishop approved the project and thus the first Catholic Community in Bentonville was taking shape. The embryonic Catholic Church of Bentonville was designated a mission of St. Vincent de Paul Church of Rogers with the Pastor, Rev. Richard Oswald with Rev. John Marconi, Associate Pastor, in charge. As a result, the first Mass of the Bentonville Catholic Church was celebrated on March 5, 1988 in a public building. About 150 souls comprised the new parish.

The name of St. Stephen was chosen for the parish. A building committee was formed. A Pastoral Council was elected. A building fund was underway and enthusiastic parishioner pledges were received. Financing was arranged through the Diocese. Building contractors, H.W. Roper, Inc., with architect, Rex Morris, were engaged. Good progress was soon apparent.

The initial plan called for a multi-purpose building with facilities to serve a growing parish. Today a permanent church building is attached just west of the present structure. This multi-purpose building is now our Parish Life Center.

After two moves to public school buildings and the necessary planning and construction of the new building at 1300 NE “J” Street, the first Mass in the new facility was happily celebrated on October 6, 1991 at 10:00 AM.

The rapid rate of construction and final completion was certainly the result of the fine supervision of the building superintendent and the cooperation of our enthusiastic pastors and lay people involved. During all the moving and shifting, a number of other positive things were happening. The PSR program with about 50 children registered was started. First Communion was held, as were Confirmation readiness classes. The CYO (later changed to Catholic Youth Ministry) was formed. The Ladies Altar Society was organized. Our choir was established. The Sunday bulletins were published and church dinners on special occasions were started.

The formal dedication by the Most Reverend Andrew J. McDonald was held on November 9, 1991. Assisting clergy were Rev. Richard Oswald, Pastor; Rev. Laval Coutre, Associate Pastor; Rev. John Marconi, former Assoc. Pastor and Rev. Mr. Leslie Vendl, Deacon.

A number of changes have since taken place. Father John Marconi was transferred and Father Laval Coutre was assigned as temporary Associate Pastor. Father Laval was later transferred, and Father Michael Sinkler was sent to us. He is still with us.

Besides the Eucharist on Saturday at 5:00 PM and Sunday at 7:45 AM & 10:00 AM, Communion Service and/or Mass is celebrated on Thursdays at 8:30 AM in the Chapel with Fr. Mike, or Carol Patterson officiating.

Our new worship space was dedicated on March 28, 2004. Seating 950 people immediately, and expandable to 1400 as we continue to grow.

To further note the progress, St. Stephen has baptisms, marriages, funerals, First Communions and Confirmations. Our Religious Education programs have grown to over 425 students. We have Wednesday Evening Scripture Study, and Monday morning women’s Scripture Study programs, Sunday Morning Catholic Café Adult Formation and RCIA (Rite of Christian Initiation). We also have dinners and various other activities. Very important to the administration of the church is a Pastoral Administrator/Director of Religious Education, Administrative Assistants, Accountant/Liturgist, Youth Ministers, teachers, bookkeepers, choir, musicians and choral leaders, altar servers, sacristans, lectors, Eucharist ministers, ushers, greeters, social committee, welcoming committee, groundskeeper, church clean-up crews, and volunteers for any task or program which arises.

We dedicated our new Columbarium February 19, 2006. The current capacity is 144. Its stone façade is similar to the Baptism Font in the worship space.

The facility now provides us the dedicated worship space we have needed for so long. The environment of this area is simplistic but beautiful in its angles and colors. The stained glass that adorns the tower and Eucharistic Chapel, Baptistery, sculpture of the Risen Christ and Liturgical décor all reflect the vision of who we are as a parish and brings into full focus a setting of holiness to be in communion with our Lord.

In addition, our worship space has many wonderful areas that are attached for our use.

The Narthex that you enter from is for gathering before and after Mass, for parents to take their children to calm them and then return to Mass. This area also houses the Parish office, Accounting/Liturgy office and Elementary Education office. We have three Chapels, one Eucharistic Devotional Chapel and St. Francis of Assisi Day Chapel and Reconciliation Chapel. Three large meeting rooms, Library/Conference room, work sacristy and liturgical environment store room, choir practice room, dressing sacristy for priest, deacon and altar servers surround the perimeter of the worship space.

Parish Life Center

We are now fortunate to be able to use our old worship space as our new Parish Life Center. This will give us so many opportunities to gather in fellowship for our parish dinners, social gathering on Sundays, youth retreats, etc. When this building was originally built it was designed to be both an area of fellowship for the Eucharistic celebration and parish social events. We now have both dedicated buildings to experience all aspects of parish life.

The icon of very American culture Iron Man is now Japanese Samurai, the very soul of Japanese culture! He will eat sushi instead of cheeseburger! It is amazing to see Japanese culture almost in every aspect of our life scenes. They did not win the last war but won the hearts of people over the years with their culture…

Manufactured by Bandai in 2017. About 7 inches tall.