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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 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After two YC-130 prototypes, the Hercules went into production as the C-130A in 1956, to be superseded by the improved C-130B in 1959.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.
"Play It by Trust" (1966/2007)
by Yoko Ono
Garden Chess Set version
plastic chess pieces and wood chessboard
king piece: 25 x 9 inches
chessboard: 168 x 168 inches
"Bed In (Montreal)" 1969
photo documentation
31 x 40 inches framed
"L'AMOUR ET LA PAIX" 1969
by John Lennon and Yoko Ono
sign hung in the room during the Montreal Bed-In
marker and pencil on poster board
22 x 28 inches
Framed with: "Exchange of Rings (Bag One portfolio)" 1970
by John Lennon
lithograph
30 x 23 inches
"Acorn Event" 1968
by Yoko Ono and John Lennon
photo documentation
31 x 40 inches framed
[The Beatles]
"All You Need Is Love" 1967
as broadcast on Our World, 25 June 1967
photo documentation
31 x 30 inches framed
"Bed In" 1969
by Yoko Ono and John Lennon
film transferred to video
74 minutes
"BED PEACE" 1969
by Yoko Ono and John Lennon
sign hung in the room during the Amsterdam Bed-In
authorized reproduction
17 3/4 x 22 3/4 inches
"Bed In (Amsterdam)" 1969
by Yoko Ono and John Lennon
photo documentation
40 x 29 inches framed
"HAIR PEACE" 1969
by Yoko Ono and John Lennon
sign hung in the room during the Amsterdam Bed-In
authorized reproduction
17 3/4 x 22 3/4 inches
"Vinyl Bag (Bag One portfolio)" 1970
by John Lennon
vinyl portfolio bag
25 x 33 inches
" IMAGINE PEACE
Yoko Ono, among the earliest of artists working in the genre known
Conceptual Arts, has consistently employed the theme of peace
and used the medium of advertising in her work since the early 1960s.
Yoko Ono Imagine Peace Featuring John & Yoko's Year of Peace
explores these aspects of her work over the course of more than
forty years.
Three recent pieces - Imagine Peace (Map) (2003/2007); Onochord
(2003/2007); and Imagine Peace Tower (2006/2007) - offer gallery
visitors to an opportunity to participate individually and collectively
with the artist in the realization of work. Consider the world with
fresh eyes as you stamp the phrase "Imagine Peace" on the location
of your choice on maps provided for this purpose. Using postcards
provided send your wishes to the Imagine Peace
Tower in Reykjavik, where they will shine on with eternally more than
900,000 others. Or beam the message "I Love You" to one and all
using the Onochord flashlights. Take a flashlight and an Imagine
Peace button, the artist's gift to you, and carry the message out into the
world. As Ono has often observed, "the dream you dream alone is
just the dream, but the dream we dream together is reality."
The exhibition continues in nine locations with Imagine
Peace/Imaginate La Paz billboards across the San Antonio region.
YOKO ONO IMAGINE PEACE Featuring John & Yoko's Year of Peace is made
possible by the generosity by Bjom's Audio Video-Home Theater, Colleen
Casey and Tim Maloney, Clear Channel Outdoor, Rick Liberto, Smothers
Foundation, and Twin Sisters Bakery & Cafe. "
" John & Yoko's Year of Peace (1969 - 70)
Ono's Imagine Peace project carries conceptual and formal
strategies the artist had employer from the earliest years of her
career, not only in her seminal solo works, but in her collaborations
with John Lennon. In 1965, she created works specifically for the
advertising pages of The New York Arts Calendar. Picking up from
her Instructions for Paintings, a 1962 exhibition at Tokyo's Sogetsu Art
Center in which she exhibited written texts on the gallery walls
designed to inspire viewers to create the described images in their
minds, Ono created purely conceptual exhibitions with her
Is Real Gallery works.
The theme of peace is also evident in works sush as White Chess Set,
recreated here as Play It By Trust (Garden Set version) (1966/2007).
Lennon's songwriting during this period had shifted from more
conventional themes of romantic love to grander anthems for the
Flower Power generation. The Baetles' worldwide satellite broadcast
of Lennon's "All You Need Is Love" in the summer of 1967 featured a
parade of signs with the word "love" in multiple languages.
The couple's most famous collaborative works, the Bed-Ins (1969)
and the War Is Over! campaign (1969 - 1970), were conceived as
elements of a large peace advertising campaign. The Bed-Ins took
advantage of the inordinate amount of press attention the couple
received by inviting the world press to their honeymoon suite where
they talked about peace! Ono told Penthouse magazine's Charles
Childs: "Many other people who are rich are using their money for
something they want. They promote soap, use advertising
propaganda, what have you. We intend to do the same."
In December of 1969, they launched their War Is Over! campaign, a
project that included billboards and posters in 11 cities of the world
simply declaring "War Is Over! If You Want It. Happy Christmas from
John & Yoko." As with Ono's earliest instruction pieces, viewers were
invited to transform their dreams into reality. Ono has explained,
"All my work is a form of wishing." "
YOKO ONO: IMAGINE PEACE Featuring John & Yoko's Year of Peace
September 26th - October 28th, 2007
UTSA Art Gallery / Department of Art and Art History
The University of Texas at San Antonio
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.
"To commune daily with God in deep meditation, and to carry His love and guidance with you into all your dutiful activities, is the way that leads to permanent peace and happiness."
Paramahansa Yogananda
Photographed at the Self-Realization Fellowship retreat center, Encinitas, CA
*************************
Featured in Flickr EXPLORE 2012.08.03 #73
The central portal and St. Stephen portal are damaged even from the religious wars, when the Calvinists, many in Rouen, beheaded and mutilated statues of almost all the churches of the city, also destroying furniture and tombs inside the buildings. However, it is recognized on the tympanum of Notre Dame portal Jessé a tree which is one of the few representations of this theme in stone. This realization of Rouen Pierre des Aubeaux, carved in 1512-1513, suffered the damage caused by the Huguenots in 1562, and was restored in 1626 by Nicolas Gugu or Cucu. The arches from the inside to the outside, are decorated with statues of patriarchs, sibyls and prophètes. The gates were made in 1512 by Nicolas Castille. The staging of the portal consists of a first major intersecting gable gallery, the great rose back and a second gallery called Viri Galilei
We all go through moments in life where we wonder our hypothetical life-glass is half full or half empty; we assess our viewpoint and determine if we are optimistic, pessimistic, or a blending of the two. As we begin the journey towards self-realization we are forced to understand how we view the world and accept that it is alright that we may view the world in a different light than other people.
Photographs are © Copyright Galactic Dreams (or others when indicated) and are not in the public domain and may not be used on blogs, websites, or in other media without advance written permission from Galactic Dreams.
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.
One of four Tornadoes on display in the United States, ZA374 joined the RAF in the early 1980s, and served in both the Tactical Weapons Conversion Unit (TWCU) and 17 Squadron, the latter based with RAF Germany at Bruggen. As part of Operation Granby, the British contribution to the First Gulf War, ZA374 flew combat over Iraq. It returned to Bruggen and was later transferred to 617 Squadron at RAF Lossiemouth when RAF Germany was deactivated in the mid-1990s. When the RAF began upgrading the Tornado GR.1 force to GR.4 standard, ZA374 was not chosen for the upgrade--it was an older aircraft and had suffered damage in a 1993 fire--and instead was donated to the National Museum of the USAF as a gift in 2002.
Today it retains its overall desert pink camouflage that the RAF Tornado force wore during the First Gulf War, and is painted as an aircraft from 617's Granby detachment at Dhahran, Saudi Arabia. (Although ZA374 flew with 17 Squadron during the war, 617 was the aircraft's last unit, and the "Dambusters" are a far more famous squadron.) Though it can't be seen from this side of the aircraft, ZA374 carries nose art of a swimsuit-clad woman and the name "Miss Behavin'"; nose art was more common on RAF aircraft during the First Gulf War than on US aircraft, in an inversion of World War II!
It is displayed with two underwing drop tanks and a centerline Hunting JP.233 bomblet dispersal system. I was disappointed with how this picture turned out--despite my years in Germany, I never did get to see any Tornadoes, so this was a first for me.
Be content with what you have; rejoice in the way things are. When you realize there is nothing lacking, the whole world belongs to you.
----Lao-Tzu
This five shot sequence begins with the realization by the Great Blue Heron that I am close by and have a long lens pointed at him. As this becomes clear in the heron's mind, the heron (instead of flying off) slowly turns and walks ashore hoping to find a more private place.
I am no longer the young guy watch older folks - I am with my peers - same era, same generation - aging baby boomers.
Such is life.
I had a huge realization today. What could that be you may ask yourselves? Well, I must say or more like a confession that I enjoy shooting manual lenses. I would never have thought this to be the case, but so far this has been my experience.
I've tried several manual focus lenses including the Hexanons and the Olympus OM series and I must say I enjoy the latter more. So much, that I recently added the OM Zuiko 28mm f/3.5(purchased at KEH). Still, some of you may remember I also have the 28mm f/3.5 Hexanon as well. Talk about an obsession with this focal length ah, but after having what I consider to be decent results with with OM Zuiko 50mm f/1.8, I decided to give this lens a go so I ordered it yesterday.
Let me take you through this shot. I was standing in the corner, zone focused at f/11 or f/16 with the 50mm, I think it was the latter, and this was my vantage point for all the shots I took today. To be honest, the area is adjacent to Jackson Memorial Hospital and its got to be one of Miami's most "difficult" zones to be at, much less to do some street photography, so I decided to just hang out there, actually talking the guy from the hot dog stand and shoot as I saw fit. I particularly like this frame which I did crop. I normally don't crop my shots but I thought it was warranted in order bring this gentlemen up to the forefront of the frame(some nuggets I recently read on the book titled "Within the Frame").
Note: edited in Lightroom 3 and Silver Efex Pro 2 inspired by a post from Eric Kim.
Your comments and faves are very appreciated.
Press "L" for a lightbox view
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.
57-0457 is an early C-130A variant--most A-models were retrofitted with the more familiar nose profile of the later C-130 models and four-bladed propellers. It joined the USAF in 1958 and was assigned to the 317th Troop Carrier Wing at Evreaux, France, the unit 57-0457 would spend its entire active-duty career with. In 1971, as the older C-130s began to be relegated to Reserve and ANG units, 57-0457 was assigned to the 926th Tactical Airlift Group (Reserve) at NAS New Orleans, Louisiana. It was assigned to the Reserves until 1988, when it was passed on to the 118th TAW (Tennessee ANG) at Nashville, and retired with that unit in 1990. In 1994, as one of the last remaining A-models left, it was donated to the Pima Air and Space Museum.
57-0457 has definitely seen better days: its 1980s-era Europe One tactical camouflage has badly faded, and close inspection of the aircraft shows a great deal of graffiti scratched into its fuselage. Hopefully it will get some TLC soon.
Yoga is only for those who have a balanced life.
_____________________________________
Lord Krishna said:
“ Oh! Arjuna,
Yoga is not possible,
for the one who eats too much,
or who does not eat at all;
who sleeps too much,
or who keeps always awake. “
Bhagavad Gita Chapter 6, Verse 16
You do NOT have to STARVE to become SPIRITUAL.
You do NOT have to adopt SEVERE AUTERITIES to become SPIRITUAL.
You do NOT have to deny SEX to your spouse to become SPIRITUAL.
You do NOT have to put KAVI or SAFFRON ROBES to become SPIRITUAL.
You do NOT have to do anything EXTRA ORDINARY to become SPIRITUAL.
Just live a very natural life……
Doing the duties you are destined to do. [ DHRAMA]
KARMA is the actions YOU do.
DHARMA is the actions you are supposed to do in your state of life.
Each of us go through FOUR ASHRAMAS or four stages in life.
They are
BRAHMACHARYA 8-18 years of age --- student --- bachelor life.
GRAHASTHYA 18-40 years------Family life
VANAPRASTHA 40-65 years ----- after completion of the duties of the house holder , gradually withdraw from the world
SANYASA 65-unitil death ----- dedicating oneself to spiritual pursuit .
It is during GRAHASTHYA one is supposed to marry and take care of children.
NOBODY is allowed to RUN AWAY from GRAHASTHYA DHARMA [ duties associated with family life]
Parents are thus obligated to take care of the children UNITIL they can take care of themselves.
If we do exactly the things we are supposed to do in each state of our life, [ Ashramas] then we are automatically in the RIGHT PATH to spiritual maturity and SELF REALIZATION....
Once a young just married couple from Kerala in their late 20's told me, that they will not touch each other for 6 months as an offeriing to Sathya Sai Baba..>>>>>>
My questions to them was
if that is the case WHY YOU GOT MARRIED TO BEGIN WITH?
and What are U going to get out of this vow, except physical and mental frustration??
Why test your body and mind like this and if at all during one weak moment both of them become intimate, then worry about that all though their lives???????????????
SPIRITUALITY is not a game or test...................It is part and parcel of life.
A tender plant needs all kind of help to grow;
so too an aspirant of spirituality need all the help.
SPIRITUAL GROWTH is slow but steady.
People should not worry about it.
We have no barometer or thermometer is measure spiritual strength in any person.
It is our duty to educate others about our proud culture. On my part, I am the author of the international best seller AM I A HINDU? which is used in many universities in USA and Canada.
Am I A Hindu? is an international Best Seller about Hindu Culture.....
It is a very lively discussion between a 14 year old American born Indian teenager and his middle aged father about every aspect of Hinduism in very simple question and answer format in 90 chapters.
Highly recommended for all libraries by LIBRARY JOURNAL and BOOKLIST magazines in USA….This book is used in many universities in USA and Canada in their world religion classes. .......................
.
Am I a HINDU. --- Amazon
www.amazon.com/Am-Hindu-The-Hinduism-Primer/dp/1879904063...
This is me coming to the realization that I have too much invested in this to just completely give up. I have so many stickers that are just sitting. Plus I love seeing people getting enjoyment out of things I've created. So im back to trading. I have no idea how many of my contacts are still active but if you know anyone who wants to be sure to let me know. Message me if you want to tradee. Lates
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.
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.
Whoever did take this picture was probably aware that 61-2358 was the first C-130E to come off the production line. They would be unaware that it would also be the last C-130E to leave USAF service. 61-2358 entered service as a JC-130E testbed, flying from both Lockheed Georgia at Dobbins AFB and the Air Force Test Center at El Centro, California, where it would remain between 1961 and 1972.
It was then transferred to its intended role, flying with the 172nd Tactical Airlift Group (Mississippi ANG) at Jackson until 1980. 61-2358 then went to the 146th TAW (California ANG) at Van Nuys until 1994, then to the 191st Airlift Group (Michigan ANG) at Selfridge ANGB until 2003, before going to the 189th AW (Arkansas ANG) at Little Rock AFB. Surprisingly, it was transferred back to an active duty unit, the 314th AW--also at Little Rock--in 2007. 61-2358 was finally retired after an incredible 51 years of service in 2012. Because of its unique and long-lasting service, it was decided to preserve 61-2358, and its last flight was to Edwards AFB, California for eventual public display at the Air Force Test Center Museum.
Fittingly enough, this picture looks to have been taken at 61-2358's eventual home, Edwards AFB. It carries the white over bare metal markings usually used by test transports during the 1960s; at the time, the aircraft was still a JC-130. The engines are being run up to taxi; probably the ramp is still down to ward off the heat of the desert.
(Disclaimer: I found this picture among other photos in my dad’s slides. I’m not sure who took them; some of them may be his. If any of these pictures are yours or you know who took them, let me know and I will remove them from Flickr, unless I have permission to let them remain. These photos are historical artifacts, in many cases of aircraft long since gone to the scrapyard, so I feel they deserve to be shared to the public at large—to honor the men and women who flew and maintained them.)
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.
The career of this particular helicopter is rather obscure. It was built as 67-16066, an OH-6A for the US Army, and saw combat in Vietnam. In 1972, 67-16066 was chosen to join the Silver Eagles US Army Helicopter Demonstration Team, a unit specially formed for Transpo '72, an exhibition held at Dulles International Airport outside Washington DC. The Silver Eagles were given nine OH-6s and the crews formed from instructors at Fort Rucker, Alabama.
The team was a big hit, and the Army decided to retain them after Transpo '72 ended. The Silver Eagles flew across the United States, including the Bicentennial celebrations of 1976. Sadly, the Bicentennial would be the last appearance of the Silver Eagles: budget cuts forced the Army to disband the team that year. 67-16066 returned to regular Army service and camouflage; it probably served with National Guard units (where most of the OH-6s ended up), and was retired in the 1980s.
According to what little I could find on 67-16066, it was then donated to the Combat Air Museum in Topeka, Kansas, but due to lack of room, was moved just down the road to the Kansas National Guard Museum. It was returned to its Silver Eagles scheme sometime after that.
Before researching 67-16066, I had no idea the Silver Eagles existed--I assumed this was a Kansas Highway Patrol aircraft!
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 C-130H, 74-1674, joined the USAF's 463rd Tactical Airlift Wing at Dyess AFB, Texas in 1975. It would remain with the unit for over three decades, before it was transferred to the 179th Airlift Wing (Ohio ANG) at Mansfield-Lahm in 2012. Named the "Spirit of Mansfield," it would fly with the 179th until around 2018 (possibly as late as 2019), when it was transferred to the 120th AW (Montana ANG) at Great Falls. There, it was renamed "City of Havre" and continues to serve with the wing.
Though I've taken a good amount of C-130 pictures, especially those flying with the Montana ANG, this shot was too good to resist. The 120th's home at Great Falls International Airport is having some ramp work done over on the ANG side, so one or two of the unit's C-130s have been moved across the way to Holman Aviation. Though I was there for the F/A-18E, there's nothing wrong with a Herky Bird.
Behind the C-130 are deHavilland Canada Dash 8s and a Bombardier CRJ200; these "white tails" are aircraft refurbished by AvMax, and awaiting resale.
Art house Leidse Rijn Utrecht Netherlands - 2004-2010
Stanley Brouwn - artist - idea
Bertus Mulder - architect - realization
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.
73-1598 was one of the older C-130H models in the USAF: it joined the 314th Tactical Airlift Wing at Little Rock AFB, Arkansas in 1974. It would then move around the USAF during its career, including stints at Dyess AFB, Texas, before ending up back where it started at Little Rock in 2012. 73-1598 was then sent to the 120th Airlift Wing (Montana ANG) in October 2014, and finished out its career there. As the aircraft had reached over 24,000 flight hours, 1598 had hit the end of its airframe life and it was decided to retire the aircraft.
Luckily, 73-1598--named "City of Helena" in its time with the 120th--will escape the scrapper's torch and is to be preserved with the other aircraft of the 120th. I got this picture while leaving Great Falls International Airport at dusk--a tribute to the twilight of the C-130H in USAF service.
In the story, Jay, who has been hypnotized, leads the ninjas to an ambush above. Kai sees the villager below and realizes their plight. I tried to capture his feeling with the zoom on this photo.
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.
Dad got this picture of a C-130H at Nellis AFB, during an airshow in 1986. Other than the TAC (Tactical Air Command) legend on the tail, it is almost impossible to tell which particular C-130 this is or what unit it was assigned to. The air vent on the upper forward fuselage and pylons on the outer wings may indicate this is a special operations Hercules of some kind (possibly an ABCCC, or Airborne Battlefield Command and Control Center). It carries the tactical camouflage used by the USAF's transport fleet in the 1980s, similar to Europe Two, with wraparound two shades of green and gunship gray.