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Curbside Classic/Automotive History: 1977 AMC Hornet AMX – The Long Slow Decline Of The AMX
Ed Stembridge
(first posted 2/12/2013) In 1966, the American Motors Corporation (AMC) unveiled a pair of radically styled concept cars called AMX (American Motors eXperimental) in an attempt to better connect with the youth and performance markets. The cars generated a lot of excitement, and in 1968 AMC introduced the production AMX, which was available through the 1970 model year. Throughout the 1970s, AMC was in a long, slow slide as it struggled to remain relevant (and solvent) as one of the last American independent car manufacturers. The AMX name would be applied to a number of AMC cars, including our subject for today: the one-year-only 1977 AMC Hornet AMX.
Before we take a closer look at the Hornet, it will be helpful to understand the backstory behind the AMX name…
AMC was formed in 1954 as the result of a merger between the Nash-Kelvinator Corporation and the Hudson Motor Car Company–at the time, it was the largest American corporate merger to date. The idea behind the merger was to combine the strengths of the two companies in order to better compete with the dominant "Big Three" automakers. By 1957, AMC had effectively retired the Hudson and Nash brands and promoted the Rambler model into a full brand with its own models.
In 1959, AMC hired Richard "Dick" Teague (next to left-front fender in the photo), who had worked for General Motors, Packard and Chrysler. Teague became AMC's Principal Designer in 1961 and Vice President by 1964. At Packard, Teague had learned to create unique styling designs on a tight budget, and he was called upon to use his skills to the utmost during his tenure at AMC.
Teague's first mark at AMC was made with the introduction of the third-generation 1964 Rambler American, which brought a fresh, new and modern look to the Rambler line. Teague's team, using a number of common parts shared with other AMC cars, worked "relative miracles" on the very tight budgets with which they had to work.
In 1965, Teague and his team created the AMC Cavalier concept car, which carried the idea of interchangeability to the extreme—the Cavalier used the same stampings for the right-front/left-rear fenders (and vice-versa), the front/rear doors, and the hood and deck lid. A number of styling cues from the Cavalier would eventually find their way into the Hornet, which was introduced five years later, in 1970. An interesting side note is that AMC had planned to use the Cavalier name on a new pony car set to launch in 1968, but since GM had already filed for rights to the name, AMC had to go with their second choice, Javelin.
By 1966, AMC began to phase out the Rambler name as their sales were slipping against the Big Three. In an attempt to bolster excitement and trust with the buying public, AMC launched a concept car road show called Project IV, in which the AMX and AMX II were displayed along with the Cavalier and Vixen concepts. While Teague had led the work on the Cavalier, it was Charles Mashigan of the AMC Advanced Styling Studios who led the effort for the AMX concepts.
In 1967, the AMX name was trotted out again for a concept version of a Javelin-based station wagon called the AMX-III; a few years later, its styling would show up in similar form in the Hornet Sportabout.
Interest in the AMX concepts was strong (especially from AMC management!), and in 1968 the first production AMX model was introduced, being described as a design where "hoods didn't come any longer, nor decks any shorter." The AMX was a true performance car—its chief rival was the Chevrolet Corvette—which cost over $1,000 more—and was capable of speeds up to 130 mph, with engine options topping out at 315 hp and 425 lb./ft. of torque. The AMX incorporated a number of industry-first, safety-minded features that were recognized by the American Society of Automotive Engineers when they awarded the AMX the "Best Engineered Car of the Year" award for both 1969 and 1970.
Concurrent with the 1968 launch of the AMX production car, a new concept called the AMX-GT–whose shape would reappear, in near-identical proportions, on the 1970 Gremlin–was shown on the car show circuit.
Also in 1968, James Jeffords–head of the AMC Javelin Trans Am Racing Team and himself a designer-customizer–created the AMX-R prototype, from a production AMX, with the intent of having AMC turn the concept into a production offering. Liability and safety concerns over its "Ramble Seat" effectively stopped the idea in its tracks, however.
While not an official AMC concept, George Barris created a one-off, radically customized version of the 1969 AMX which came to be known as the AMX-400. The car was nearly 5 inches lower and 18 inches longer than a production AMX and had taillights that glowed green during acceleration, yellow when decelerating, and red when braking.
In 1969, hot on the heels of the AMX and AMX-GT, came the AMX/2 concept car—a radical, mid-engine design created by in-house stylists Bob Nixon and Fred Hudson and based on a Teague sketch that had caught the fancy of AMC Group Vice President Gerald Meyers. Interest in the concept was so strong that AMC took the next step of commissioning a fully production-intent running prototype. Meanwhile, Italian designer Giorgetto Giugiaro was also commissioned to create a competing mid-engine styling concept. Other than a foamcore mockup that was never shown to the public, the Giugiaro design never got past the comparison stage—Teague's design won out and development continued with an eye toward limited production.
The production-intent AMX/3 debuted in Rome, Italy, in March of 1970, and journalists who had the opportunity to drive the prototype were impressed. Plans were very nearly implemented for 24 production cars to be built in 1970, but AMC's continuing profitability issues, combined with the expected costs of meeting federal safety standards, served to end the program after only six pre-production prototypes were built (an interesting history of each prototype can be read in more detail here).
Nineteen seventy marked the end of the line for the AMX performance cars. In a move that would later prove to be the one DNA link from current-day production vehicles back to the Hudson-Nash days, AMC acquired the Kaiser-Jeep Corporation from Kaiser Industries, which included both the Jeep brand of utility vehicles as well as government contracts for postal and military Jeeps. The governmental business would later be reorganized twice, ending up as today's AM General.
Nineteen seventy also marked the introduction of both the Hornet and the Gremlin, which were received by the buying public with enthusiasm: The Hornet sold over 100,000 units (and was named 1970 Car Of The Year by Motor Trend Correction – the Ford Torino won 1970 COTY – ed.), and the Gremlin nearly 30,000 units in 1970 and over 75,000 in 1971.
With the discontinuation of the AMX as a model, AMC turned to the Javelin to carry on the AMX name, this time as a trim level, but which still carried some street cred in the form of real performance upgrades. Javelin AMX was advertised as "the closest thing you can buy to a Trans Am champion." The AMX option continued through the 1974 model year, but with stricter federal regulations and waning interest in muscle cars, AMX no longer made fiscal sense, especially in light of AMC's introduction of a restyled Matador and brand-new Pacer models. Only 4,980 Javelin AMX models were produced in 1974, and there would be a dry spell of three years before 'AMX' would grace an AMC car again…
The mid-1970s saw a recession as well as high gas prices, and AMC put its focus on economy rather than performance. Gone were the AMX and Javelin, and only the Gremlin X (304 c.i.d. / 5.0-liter V8) and Matador X (360 c.i.d. / 5.9-liter V8) were left as "performance" options for AMC buyers. The 360 V8 also ceased to be an option on the Hornet after 1974.
It was at this point that AMC approached Jim Wangers (former Pontiac Chief Marketing Manager) of Motortown Corporation to create a more exciting version of the Hornet. Motortown specialized in creating limited-run specialty editions of production cars that the large manufacturers couldn't do profitably in-house, and was responsible for such cars as the Pontiac GTO Judge. An appearance package was developed along with some suspension tuning, but unfortunately, the EPA certification requirements triggered by drivetrain upgrades prevented the possibility of a larger engine such as the 360, which would have been a drop-in replacement. So the Hornet AMX debuted with either a 110 hp 258 c.i.d (4.2-liter) straight-six coupled with either a four-speed manual or an automatic with floor shift, or the 150 hp 304 c.i.d (5.0-liter) V8 with a Chrysler-sourced automatic.
The Hornet AMX was offered in four colors: Alpine White, Firecracker Red, Lime Green (the rarest of the four) and Sunshine Yellow, with wheel flares, spoilers and rear window grille all color-keyed to the body color. The front grille was blacked out, and AMX decals were applied in front of the rear fenders. The interior received an engine-turned dash applique as well as a gauge cluster mounted in front of the shifter console. A run of 100 Hornet AMXs were also offered in Alpine White with a Levi's interior (which was a regular option on the Gremlin, Hornet, Pacer and Jeep for 1977). Finally, a California Edition Hornet AMX was offered, which had "C.E." decals applied to the front fenders and in some cases, may have had an upgraded Audiovox stereo system.
Optional for the Hornet AMX was a large hood decal that was duplicated in smaller scale on the trunk. This was right around the time of Smokey and the Bandit, so perhaps AMC was trying to benefit from the halo effect, or maybe Mr. Wangers was applying the same ideas to both cars (he advised on the modifications for the Trans Am used in the movie).
The last year of Hornet production was 1977; just over 76,000 units were produced, of which it is thought that around 5,200 were ordered as AMXs. According to the best estimates I could find, perhaps 150–300 AMX cars exist today (~150 are documented in an online registry), making our subject car fairly rare. Folks who were familiar with the previous performance-oriented AMX cars were fairly infuriated over the name being gutted of what it represented in the earlier "true" performance cars.
The Hornet was succeeded in 1978 by the Concord, which was essentially a restyle job on the same platform with the same drivetrain options. An AMX option, with similar component upgrades as those on the Hornet AMX and a slightly different front grille, was available. No Concord markings were applied to the exterior when the AMX option was ordered. The Concord's AMX option was dropped with the 1979 styling refresh.
In 1979, AMC entered into a joint manufacturing agreement with Renault, which brought much-needed capital; apart from its Jeep line of vehicles, AMC was bleeding cash everywhere. AMC also launched the Spirit (essentially a restyle of the Gremlin), which was offered in AMX trim that incorporated similar upgrades to those used on the Hornet and Concord AMX models. 1980 was the last year an AMX option was offered on the Spirit, ending the nearly fifteen-year run of the AMX name.
By this point, AMC was out of financial options—U.S. banks refused to loan them money, and AMC again turned to Renault for help. By 1983, Renault had increased its ownership in AMC to 49%, which effectively ended AMC's position as the last truly American car company. AM General would be sold off; in 1987, Chrysler would acquire AMC from Renault, with AMC becoming the Jeep-Eagle division. Chrysler itself would subsequently pass through the hands of Daimler, and is currently owned by Fiat.
My impression after researching the AMX history is that Dick Teague used clever and effective industrial design to keep AMC's product line fresh and cost-competitive far longer than if AMC had followed typical industry practices. The excitement brought to AMC by the AMX concept and later production cars gave the company a much-needed shot in the arm, but by the mid-1970s, with economic issues that drove product development decisions away from performance, AMC simply didn't have the ability to stay competitive with the Big Three. The AMX name quickly devolved from representing a fire-breathing, ground-pounding performance car to being essentially a "paint-on performance" trim option that, while recognized by industry reviews as competent, was simply not enough to bring customers back in numbers large enough to matter.
The AMX name would appear one last time, in 2009, when Hot Rod Magazine ran a spoof article speculating that AMC was being revived, complete with an AMX/4 mid-engine "exotic."
AMC's AMX cars (perhaps excepting the post-Hornet AMX cars, which were merely restyling exercises) were groundbreaking in many respects, and they caused the market to pay enough attention that AMC was able to enjoy a second wind. The automotive landscape of the late 1960s and early 1970s is certainly richer for the work of Dick Teague and his designers.
calibrick
Posted February 12, 2013 at 10:38 AM
Nice job Ed! I was unaware of concepts like the AMX-III (Javelin wagon), AMX-GT or that completely awesome AMX/2. I'm surprised that taking a Gremlin, lowering the roof and stretching the nose could yield something as pretty as the AMX-GT.
The feature car reminds me of how badly I miss yellow colors on American cars.
Thanks for the AMX history lesson and pics.
Lee Revell
The AMX-GT was NOT a Gremlin at all. It was an AMX platform, with rear end styling that later found it's way to the Gremlin. Totally different platform.
Posted January 2, 2015 at 7:18 AM
In reference to your comment, the '77 AMX was based on the Hornet body, which was shortened to look like a Gremlin in '70. I had both cars, and the Hornet was derfinitely the better of the two…roomier inside, more luggage space, even with the hatchback, and better driving dynamics.
I remember sitting in the back of the family station wagon on a vacation in the early seventies and coming up next to an AMX and thinking it was the coolest thing I ever saw. Still looks good today.
jpcavanaugh
A very cool car (and not just because of the icicles hanging from the wheel lips). I was not aware that the Hornet AMX was a single year model. It is also fairly impressive that the Hornet sold 100k units as a new car in 1970 and 76K in 1977,
As a kid, I spent some time around a pair of red Javelin AMXs – a 72 owned by the parents of my best friend (it replaced a white 60 Lark VIII coupe) and a 74 owned by my friend's grandmother (who replaced her blue 64 Daytona hardtop coupe). I had no idea that the 74 was one of fewer than 5k, though I certainly don't recall seeing many, either. Both were well optioned with buckets, console and air, and I am certain that the 72 had the 360 V8.
Somehow, something seems so wrong about a Concord AMX. At least Plymouth was wise enough not to offer a Cranbrook GT. Anyhow, congrats on a really cool find.
Kiwi Bryce
Wow I recall the advertising blurb and the sneak previews from the 60s of these AMX/C cars But very few made it here and very few survive nice looking cars except for George Barris visual abortion.
Paul Niedermeyer
Great article on a favorite subject. I was quite enamored with AMC's AMX adventures, and the AMX/2 really got my juvenile blood moving. Wow! Rambler is going to build this??
DougD
Love that last grille shot, I had an AMX grille that I found in the wreckers on my Little Green Concord.
However, I did not leave the AMX logo on it, that would have been a bit much; Green 4 door AMX with a tan vinyl roof.
I still have that logo somewhere….
Too bad what happened to the AMX in general. Another AMC coulda woulda shoulda..
JustPassinThru
Imagine how much different would AMC's history be, had they put the Gremlin amputation on the AMX-GT as proposed, and made the truncated Hornet into a sort of Spirit right off.
My guess is, it would have gone better. The Gremlin was never a serious subcompact car; and the GT styling looked better on the Javelin platform.
But the end remains the same, I'd also bet. It's hard to argue with economics of scale; and there was simply no WAY AMC could match the Big Three in market sales. The little car companies that grew in this period started overseas, free of the shackles of regulation…and had the numbers and bank balances needed to support smog and safety developments.
What an aesthetic range … the cleanly styled concept cars, early Hornets, Javelins, and the Spirit really contrast with the final bulgy Javelin (a proto-Hyundai Tiburon?) and the gunked-up Hornet AMX. This CC reminded me that I briefly owned (in the possession sense, I never took title) a freebie 1st gen 4-door 304 Hornet. It cranked and seemed to get fuel, spark and compression but I could never get it to run so passed it on to a friend, who had no luck and passed it on to someone else. About 6 months later I got a parking ticket in the mail … the people who gave it to me had submitted a change of ownership to the DMV and the city of SF tracked me down. I ignored it. I wish I'd taken a picture of that car … it was orangey-bronze with a vinyl top.
1964bler
Thanks for a great AMC article.
As we speak (write?), the wrecking balls are hard at work knocking down the old Main Plant, as well as the fairly recent Chrysler engine plant. What will remain is a 109-acre empty lot in the middle of Kenosha.
American Motors may have been small potatoes to the rest of the world, but for most of a decade it, and Nash and Jeffrey before it, WAS Kenosha.
I've only been in Wisconsin once, just a few years ago, but when I saw a Kenosha sign on the freeway, this California boy immediately thought of Rambler.
Posted February 12, 2013 at 12:23 PM
The old AMC lakefront plant was torn down years ago, and is now townhouses/businesses. A new 'downtown' with commuter rail service to Chicago Loop. The I6 engine plant is what recently closed, and it was built ages ago by AMC, not Chrysler.
Kenosha benefits by being close to Chicago area and attracts commuters looking for cheaper housing and taxes. Kenosha County is now part of Chicago Metro Area. Population growth has been positive since Main Plant came down and it's now Wisconsin's 3rd largest city. Kenosha's economy is now diversified, not relying on AMC/Chrysler.
Point is that Kenosha is not "dead" as some assume, like some other 'company towns' became.
The old engine plant is what recently closed.
Posted February 12, 2013 at 2:24 PM
Among the buildings coming down is Building 12, the highly automated V6 plant Chrysler built in the mid-90s. The 2.7 and 3.5l V6s were built in here.
Kenosha is a GREAT city to live in, and stands as one of very few "company towns" that have actually figured it out and is thriving. While it's sad from a historical perspective, we are far and away better off without all our eggs in one basket.
By the way, I, like a large percentage of Kenosha residents, work in Illinois.
Ian A Williams
I thought the 4.2 & 4.0 AMC I6s that went into most Jeeps until the mid 00s was made in Toledo.
Airman193SOS
The decline of the 442 was far more ignominious than that of the AMX, if only because GM had the coin to stop it from happening and couldn't be bothered.
I can't help but think of these, and almost all AMC cars, as merely interesting curiosities ofthe 60s and 70s. Our family car, when I was born and for a number of years before my parents bought a series of GM cars, was a Rambler. It served them well, but even as a toddler/little kid, I thought they were the bottom of the Big Four. And now today, while I can see the appeal of many cars from this time period in ways that I didn't then, I still can't really appreciate these cars.
But wow, they sure knew how to design a concept car!
Stéphane Dumas
The AMX name got a longer lifespan in Mexico. Here a picture of a VAM Rally AMX 1983 http://www.flickr.com/photos/hugo90/7606194522/ last year of the Mexican AMX. The Matador coupe was called Classic AMX for the 1974 and 1975 model years in Mexico. http://www.flickr.com/photos/32167597@N06/3011784200/
The Hornet was chosen Motor Trend COTY for 1970, it was the Ford Torino. Perhaps it was another magazine, a defunct magazine like Car Life or Road Test who chosen the Hornet as COTY.
Re: 1970 COTY, sources disagree on this. Motor Trend says the Torino got the nod, so I suppose that should take precedence, but several other reputable sources including a history of AMC say otherwise… Perhaps it was indeed another trade rag that gave an award, but I was unable to discern which it might have been.
I didn't follow the trail to the Mexican cars – wish I had! Fascinating!
The Hornet COTY seems to be from "The Cars of American Motors: An Illustrated History" if they didn't originate the idea they propagated it. The COTY for the Hornet pops up in Google searches all over now! Historical revisionism? LOL
Obviously it was the Torino.
Good enough for me – I revised the text accordingly. Thanks!
GrangeRover
I know this entry is about the AMX, but that's a pretty cool shot of the Torino GT on the turntable with the giant golden calipers.
VAM, the Mexican state-owned motor company, built AMC cars under license; and Jeeps from the Willys-Overland days – again, under license. Ramblers and Jeeps were built under the same roof there long before it happened Stateside.
The VAM products were variants of standard AMC offerings – often they'd play mix-and-match with front clips and names. The Concord was sold as the American (in Mexico!) in the early 1980s. There was one unique-to-Mexico model…name escapes me…a sliced-and-spliced stretched Concord.
VAM was in financial trouble and when Renault bought a controlling interest in AMC, it also bought a majority interest in VAM from the Mexican government. There was talk of assembling the Renault Appliance down there, but instead, Renault padlocked the joint.
Cadetgray
Posted November 1, 2014 at 10:01 PM
The American is a meaningful term that relates to anyone living in in the "New World." You tend to forget that Mexicans, as well as Canadians, are American. In fact one could say that anyone from North, Central, and South America have rights to use the term. The architect Frank Lloyd Wright used a word to describe the culture and people of the USA as Usonian which would then allow American to be a more useful continental descriptor such as Asian, European, African, etc. The term was coined by writer James Duff Law in 1865. In 1903, Duff wrote, "We of the United States, in justice to Canadians and Mexicans, have no right to use the title 'Americans' when referring to matters pertaining exclusively to ourselves."
I was once corrected while traveling in South America that by using the word American to describe my nationality I was denying others the right to use the term. Henceforth, when asked I then would answer that I was from the United States or that I was a South Carolinian.
Joe Yoman
The Javelin was one of the only AMC's that really mattered to us young kids during the 70's. These paint and tape stripe cars like this were mostly ignored and for good reason. Plymouth made the same mistake with the Volare during this time period but at least made a 360 V8 available. The F-bodies, Vettes, 442's, Chevelle's and early Mustangs where more on our radar at the time.
Gem Whitman
Nice car,as a kid I ignored AMCs apart from AMX Javelin and the Machine.All to often missed out on the classic car scene yet the Javelin outsold the 'Cuda and Challenger when new.
Canucknucklehead
George doesn't look nearly as patrician as his son. I'd wager he couldn't get into Mitten's country club unless he worked there.
BigOldChryslers
I've read about the history that led to the development of the AMX/3 sports car before. It's unfortunate that it was a step too far for AMC and that the timing wasn't right.
Michael Notigan
Ed, wonderful article! When I saw the side profile shot of George Romney, I was confused as to why Mitt Romney was in a grainy black and white picture. The appearence of father and son is so eerie. What a find that 77 Hornet AMX is, it appears to be in fantastic condition and worthy of restoration.
DIck Teague had quite a designers eye, didn't he? And that AMX/3 is a show stopper, a worthy competitor to the Lincoln/Mercury Pantera and the Corvette Rotary Concept of the same time period. Zora Arkus Duntov was a proponent of the mid engined sports car and it's rather ironic that every Corvette up to the new edition stayed true to the front engine/rear drive concept, when it seemed clear that the countries original sports car was destined for a mid engined design. Only one can dream what AMC could have been had they had just a bit more money. The can-do spirit must really have been a driving factor for these folks; how else could they have fought the good fight for so long? I lament their passing into history……
mcc.pj
A three-way comparison test between this 'AMX', the Plymouth Volare Road Runner, and the Pontiac Ventura GTO would be a wonderfully melancholy read.
I wonder if one was written when these cars were new…
CraigInNC
The `74 Ventura GTO was no slouch. It had a warmed up 350 that C&D ran it 0-0 in 7.7 which wasn't all that bad considering. It wasn't a `70 Ram Air IV but ok. And a Volare 360 done right wasn't that bad either. In fact Motor Trend ran an Aspen R/T against a Camaro Z28 and a Corvette 350 and it matched them. I have no idea how the Hornet performed. The Hornet SC/360 was a hot item.
And if Pontiac hadn't dropped the GTO after 1974. MPC did once a kit of a 1975 Ventura Sprint with GTO decals http://ultimategto.com/cgi-bin/showcar.cgi?type=lot&pic=/models/75sprin
and what if Pontiac had did a 1976 Ventura GTO? http://www.pontiacventura.com/ventura_images/1976ventura_pics/76GTOwannabe.jpg
And on a off-topic sidenote with another "what if?", one guy decided to build the 1974 Buick Apollo GSX that should had been. http://blog.hemmings.com/index.php/2012/09/13/tired-of-being-ignored-improving-the-last-gsx/
The problem was that changing tastes were going on in the 70s. With the debut of the colonade coupes and the rise of the personal luxury coupes super fast cars like the GTO just did not sell anymore. The Z28 TransAm lingered on but were subject to talk of discontinuation on a regular basis.
Scroll back up and look at the MT New Car Buyer Guide for 1977 magazine cover. The AMX is the only 'sporty' car shown…
Just when we thought Mitt Romney might get elected President I could see Gremlins Pacers and Ramblers coming out of the woodwork….
The most overlooked AMC car is the Rebel Machine, a 70-only real authentic muscle car that was modestly popular with the public but panned by the automotive press as a cheap knockoff of the Camaro/Mustang. For a measely suggested retail price of only $3,275 (about $21,000 in today's dollars) you got a hot car every bit as capable as anything the Big 3 offered. Furthermore, clicking off a couple of special options like the dealer installed service kit and the car was clocked at 12.72 quarter mile. And of course the early models were red, white, and blue.
geozinger
@Craig: Imagine a turbo Camry with a complete body kit and 22″ wheels today, and I think that would be a contemporary vision of the Rebel Machine back in the day.
Even though AMC could engineer a muscle car, no one was going to take it seriously, just like my turbo Camry example. Much like the current 2013 Malibu, it was tainted at the start and no one has a good opinion of if, no matter what it can actually do.
I'd argue with you that the Spirit AMXs were the most ignored AMC muscle cars, at least the 1979 versions still came with a V8, not unlike the original versions from the late 60's. Almost the same size, roughly the same weight, only the motor was smaller and smog choked. But all of the AMC performance parts would fit, if you were so inclined.
The Eagle SX4 would supersede this car, and that was a neat ride in it's own right. AMC cranked out some interesting little cars back in the day, but no one cared. They were too old, too cramped, too square. Now we wish we had them back.
I love The Machine, but I thought it was more a response to intermediate size muscle cars like the Plymouth Road Runner, the Dodge Super Bee, and the Pontiac Judge of affordable horsepower with a tongue in cheek marketing plan. The Javelin/AMX were more aimed for the Camaro, Barracuda, and Mustang crowd.
Wow, what is this, some of geozinger's favorite things week at CC? First the Capri, then the AMX? Woo hoo!
I had a buddy in HS who had one of those 77 Hornet AMXs. 258 straight six, nothing to write home about. It looked, well… awful. We all saw the artifice of the gussied up bug on the hood of the car. The Rambler six wasn't fooling anyone. It was the milque toast Trans Am.
OTOH, the AMX that came along in 1979, with the 304 in the Spirit body, that was more like it… A real descendant of the original small AMX. I could get behind that one. It even raced on the Nurburgring! Link here http://youtu.be/bQqysjI9gM4
The Hornet based one (really the Concord one was truly awful), not so much.
Glen.h
Posted February 13, 2013 at 1:06 AM
A bit more background for the creation of AMC- it originally was to also include Packard and Studebaker. Hudson and Nash were to merge together, as was Studebaker and Packard, then these two new companies were to link up.The unexpected death of George Mason and questions over Studebaker's viability eventually killed the final marriage of Hudson-Nash and Studebaker-Packard. Sadly a few years down the track all of these venerable names were gone from the car industry…
billy rockfish
Posted March 19, 2013 at 10:45 AM
That, and a battle of the egos/pissing match between James Nance (who wanted to be CEO of the four-way merger) and George Romney (same aspirations). Romney also had the foresight to know that Studebaker was a loser; a fiscal and labor nightmare long before Nance really caught wind of it.
Nope. The only thing the 232/258/4.0 sixes had to connect them to Jeep was common ownership by AMC. Those were RAMBLER engines dating back to 1964; Kaiser Jeep used the 232 in the Wagoneer after their own OHC six turned out to be a bust. Later…with AMC ownership, the CJs were reworked to accept the sixes in lieu of the old Willys four.
imoore
That grey AMX reminded me of the Javelins the Alabama State Troopers used back in the 1970's. I remember seeing the cars on patrol around my home town back in 1971 and 1972 (yep, I'm old). We used to have a problem with hot rodders in our area, until the troopers assigned two Javelins to the Demopolis outpost.
I was lucky to find a Diecast model from Greenlight collectables last year.
Perhaps this could be your next article?
The name AMX was never used commercially in México, but there were attempts to come out with a vehicle with it attached. You can see how far was the reach in Vehículos Automotores Mexicanos with a novel model, called "Lerma", which, according to Wikipedia, "was an automobile designed and manufactured by Vehiculos Automotores Mexicanos in the early 1980s. The car used common parts from other vehicles by VAM's license partner American Motors (AMC) to cut down manufacturing costs." You can learn more at:
http://en.wikipedia.org/wiki/VAM_Lerma
But ultimately, the use of AMX was dropped and Lerma was in, due to the fact that it was the "first" Mexican made vehicle, and should be known with a Spanish terminology.
I did a very brief post on the Lerma a while back, but with very little of the actual history: https://www.curbsideclassic.com/blog/cross-an-amc-concord-with-a-spirit-the-lerma/
It would be fun to do a more in-depth story sometime. Have you seen one in recent years, Juan? Now that would be a CC find!
I think I've seen one in town. I'll look for it and will post a story and photos, if it is still where it was last year.
My favourite American cars these late '60s, early '70s AMCs. Dick Teague was a great designer. Awesome colour schemes, I love the bright colours, cars are so dull nowadays. I love the Aussie Leyland p76 for similar reasons. AMC made a 'surf style' Hornet with decals and folding back seat so you could get a surf board in- sooooo cool- why can't we have niche cars like that now?
Dodge in '74 had the Dart Sport "Hang Ten" . . . . special graphics and it (and the Duster coupe through '76) had a folding rear seat with no trunk partition.
NZ Skyliner
What a fascinating article Ed, and the AMX/3 link provided even more interesting reading. Thank you!
Really coming of age in the mid/late 70's at the nadir of the Malaise Era, these Hornet based AMX's/Concord AMX's weren't bad offerings. I'm thinking the 258 six with four speed would've pulled like a freight train (that torque of the 258), however, being in California then, drivetrains choices were limited. The few I saw were 304 V-8/Torqueflite. For the time, I didn't think it was a bad looking car (unless you opted for the me-too Trans-Am like, lame-0 "AMX" hood graphics.
Hindsight is 20/20 and one thinks perhaps AMC might have done better to gamble with launching limited production of the AMX-III instead of rolling snake eyes on the '74 Matador coupe . . . even in the face of detuning engines, 5-mph bumpers (I'm thinking a '74 Pantera like energy-absorbing "blade" could've sufficed) . . . . it would've made a great halo car for AMC.
Now that reality's set back in, AMC was in no position to have a halo car; precious few development dollars would've had to have been poured back into the main car line. Too bad some $$$ couldn't have been spent for a proper front end clip for the Matador ('74-'77) Sedan. Tight bucks dictated the shorter fenders of '71-'73, but you would've thought it might have been prudent to have kept the shorter '71-'73 Matador hood and maybe to have fabricated a battering ram to mate with the curvature of the earlier Matador sedan . . . . or to have just cloned the Ambassador, bigger wheelbase, clip and all, detrimmed it and called it a "Matador" . . . . ah, what could've been.
In my youth, I tried to talk the "Bank of Dad" into financing for me a "poor man's AMX" I saw at the San Rafael AMC dealership used car lot; blue '70 Javeiln coupe; AMX sport wheels, whitewall belted tires (this was 1976!), 343 V-8, four speed.
Posted November 20, 2018 at 9:06 AM
AMC bet on fastback mid size coupes, due to NASCAR and to compete with sporty Charger and Torino fastbacks, ignoring the rise of Grand Prix/Monte Carlo. Still were thinking "win on Sunday, sell on Monday".
But, after the initial 'wow factor' wore off, the frog eyed Matador was a huge bomb. Trying to make it a "Barcelona" lux coupe was a 'fashion fiasco'.
Warren Barber
Yesterday while going to our local UPULLIT. I passed the same mechanics shop I always pass, but they moved there cars around and there she was a 77 Hornet AMX in Alpine white. She is from Nevada and was a clean car till parked in Weslaco Tx. Rust is starting to get to her. The shop is supposed to be painting her but she needs a lot of work.
drock87
Posted June 30, 2013 at 1:10 PM
As an AMC guy (I have an Eagle)…I actually like the "paint-on-performance" AMX's. I am not sure if the Concord or Spirit is more to my liking. Maybe I like them for the sheer fact that they are a lot less expensive than the real thing. (Spirit AMX's are actually getting pricy)
Posted July 1, 2013 at 12:55 PM
I got a 1977 Hornet AMX from my grandpa quite a few years ago, this has been my project car, I am still working on! I never knew the full history behind it! Thank you for such a great article! Although mine needs A LOT of work I will appreciate it that much more!
Posted July 22, 2013 at 3:54 PM
We have a 1968 AMX that needs total Restoring.
It's blue, 390, V8, 4 Speed, Go Pack.
No rust and we are the second owner.
Been stored in our yard in Northern CA.
Interested? We have many additional
AMX parts too.
Posted November 9, 2013 at 10:22 AM
I looked at one for sale for a few hundred dollars many years ago, and wish I'd bought it: I ended up buying a 1974 Hornet hatchback with 304, 3 speed standard, denim package and cragars…wish I still had that car too. All I have left is a picture of it.
Eddie Stakes
Posted July 5, 2014 at 5:39 PM
A few things worth noting. The AMX name was used straight thru from 1965 thru 1983 in some fashion or model. That includes VAM as someone mentioned above. And prototypes. There is no breakdown of how many Hornet AMXs rolled out of Kenosha, but I estimate about 5300. This was backed up in interview with Wangers mentioned in article above of which was also seen in a Hemmings Muscle article I helped with. See JUST STUFF file on my site about Hornet AMXs.
11,545 Hornet Hatchbacks made in calendar year 1977, production began August 1st, 1976 with the cars appearing in dealers showrooms September 16th-17th, 1976. So 5300 of 11,545 a good chunk of change but not all of those 11545 were AMXs.
Yes, there were a lot of people that moaned back then when they saw the last year Hornet with a AMX package, a lot of the words can't print here. Was all show, no go, and why was the 360 (only offered in Matador) not offered, why was a 3speed (offered in Gremlin, Hornet & Pacer with 6cyl) also not offered, much less a Borg Warner T-10 with a 360? no one knows, but probably emissions related and for those of you who didn't live it, there were gas lines, only buy gas with even or odd license plates, or limits, or certain days, and many, MANY people dumped 'gas guzzlers' like LTD, Delta 88, Grand Ville, you name it.
The bigger issue was that AMC had some horrible quality control problems and a UAW supplier strike in that time window. Scabs built some cars, no one knows, but really bad quality control issues with no undercoating, ill fitting parts. How are you going to sell a new 1978 AMC anything when you see 1 year old AMCs you neighbor, friends, family driving with holes thru fenders and they still making payments?
Regardless, they are nice cars, collectible, but rarity does NOT equate market value when it comes to AMC, google 'Ben Carco AMX' or search 'Barrett-Jackson AMX Reno' for instance. You can still find these Hornet AMXs relatively cheap I may add. Same with most later model AMXs, even many 71-74 AMXs. http://www.planethoustonamx.com/main/amc_production_figures_decodes.htm to see how many made of each in breakdowns.
To the guy who don't like Concord AMX; it was a one year only body style, and has timeless flowing body lines. Aso only year you could get four, count them, four different colors of 'denim like material' (not real Levi's stuff ya'll but real buttons) but tan, red, blue and black Levi's offered. With only 1931 made I estimate less than 200 exist.
To the Lerma fellow, see my Lerma Spy Photos under AMC PRESS PHOTOS http://www.planethoustonamx.com/AMC-Press-Photos/AMC-Press-Photos.htM & that also goes for you AMC "prototype fans" like Gremlin GT (destroyed after NY autoshow above).
No, most overlooked car is NOT the Rebel Machine it is SC/360 71 Hornet. Rebel Machine production 2326, while Hurst SC/Rambler 1512 while 71 SC/360 only 784 made. no love I own the only Medium Blue Metallic one known to exist, & painted it red, white, blue in early 90s, see on you tube http://www.youtube.com/watch?v=tbgduy8CCoA or visit the SC/360 Registry on y site http://www.planethoustonamx.com/sc360/sc_registry.htm
George Romney, CEO of AMC. To hear his speak at the AMC Nationals in Kenosha in 1994, search youtube for 'George Romney amc nationals' if you were not there, he died a year later, God bless him.
AMC started talks with Renault in 1977.
The Hot Rod "spoof" of 2009 about bringing American Motors back pissed off way…more people that AMC by 'reviving' the AMX name on Hornet. It didn't bother me, but angry AMC masses filled the streets with torches made with 102 Ethyl gas. And cancelled their subscriptions. I thought it was neat, some exposure, but obviously many did not. I can only think what same are thinking now that Fiat, sorry, dodge, has trademarked the 'Rebel' name in 2014.
Ya'll stop by my site it is 95% FREE to public, has 8200 files, many, many photos from decades collection, production figures, registries, clubs, chapters, to help AMC fans, then & now, learn more about these fine cars.
Take it from someone who has owned….and DRIVEN DAILY..nothing but the fine cars from American Motors since getting drivers license in 1976, that is 381 AMC cars & counting, 14 currently. No Ford, Chevy, Mopar or whatever they cal themselves now, imports, nothing but AMC. They really good cars, Happy Motoring, thanks for the article Mister Stembridge.
Alan Hohn
Posted July 22, 2016 at 8:24 AM
I have a 1977 AMX Hornet White Levi Edition 1 of 100 on the glove box 36,000 miles on it, 6 cyl 4 speed, Any idea on what I have here? I was told it might be the only one left? Email is hohn5577@yahoo.com or 1-907-841-5577
2 more things. In the photo above of the Javelin station wagon (AMX III) in gold, this is a photo from my personal collection which shows opposite side. Note it has different panels thick passenger side, thin driver side. This was AMC's way of looking at different designs on one car. Rather brilliant. The lady sitting on top is Mary Wells of American Motors great advertising agency back then who came up with many memorable slogans and ads. She was with Wells, Rich & Green Advertising Agency.
The other thing is in the 1977 AMX Hornet Press Photo, the large "AMX" decal on tail panel never saw production. So none made with that. And only handful had the trunk bee decal.
Hardboiled Eggs and Nuts
Posted November 19, 2018 at 6:44 PM
Mary Wells might have been tops in her field, but climbing onto the roof of a car wearing a skirt was not one of her better ideas.
In the mid 1970's I owned the 1968 Javelin (232cu in straight 6) and the 1968 AMX (290cu in V8), during my time in the USAF. Drove the Javelin mainly, with the AMX as my 'fun' car. I loved them both. Later owned a 1970 Javelin SST (360 cu in V8) and a 1971 Javelin (304 cu in V8).
I'd love to have another Javelin/AMX car, but the prices of nice examples have gone silly/stupid. When I owned mine, they were insured very cheaply as "Ramblers", and one needed to learn to work on them. A GM-style engine, Ford electrical system and a Chrysler tranny, in a body built more like a truck than a car – but beautifully styled!
I even had the chance in 1980 to make the 'pilgrimage' to Kenosha, Wisc. to the AMC plant. I was in my second hitch (USN) at that time, stationed in Great Lakes Naval Station. The AMX was rare and always a conversation piece, my having to assure people that "Yes, AMC built a two-seater, no I did not remove the back seat!" 😉
Don Andreina
Fantastic overview. Thanks Ed.
Love AMC, but darn if they didn't mess up big time. 1957 Rebel had electronic fuel injection but AMC could not get it to work properly so they sold it to BOSCH. There is more to the story but you get the point.
I have a 1977 AMX Hornet, White with Levi Editon, 6 cyl, 4 speed, 36,000 original miles on it, Limited Edition. 1 of 100 on the glove box, Found it in a Barn.I drive it daily, It's a pretty cool little car. Interior is almost perfect, Needs new paint but still looks good. It might be the only one left on the planet? I don't know? I live in Alaska with this fine old car. When I drive it to town people go nut's over it!!! Give me a call or Email me if know more about this car than I do!! 1-907-841-5577 or hohn5577@yahoo.com
If I had been in Roy Chapin's shoes, this would have been the 75 Javelin/AMX, but they never asked me. Jerry Meyers was obsessed with Wankels and Dick Teague was thinking bubbles.
XR7Matt
These would have been far better AMXs than the 71-74s were, which I like but they're merely a Javelen package. The Spirit body which that concept presumably spawned would have been perfect for the AMX badge
You are aware that there was a Spirit AMX package in 1979 & 1980, yes? See my post above from 5+years ago…
Yes, I was agreeing with Steve that this should have happened in 1975, rather than inexplicably linger on the Hornet/Concord body in the interim years. In many ways I think this would have even been a better fresher AMX for 1971 as well.
geeber
With the Mustang downsized to the Pinto platform, the Cougar "upsized" to the intermediate class, and the Plymouth Barracuda and Dodge Challenger simply going away, this probably would have sold well for AMC in 1975-77.
I agree that AMC should have brought out the Spirit body sooner, since the Gremlin's cut off back end was so polarizing, and was way out of style by '75.
Regarding Pony Cars, GM did luck out with F bodies making a comeback. . Boomers started earning more $$$, and realized "hey, the new Camaros [Firebirds] look hot, I want one!"
Mopar E bodies got internal competition from Duster/Dart. AMC just gave up. Ford reinvented Stang in the 70's, and the Fox version did well in long run.
Frank Bray
I prefer the '78 Concord-based AMX. I has nicer styling, and a much improved interior over the old Hornet.
TheMann
Excellent, comprehensive article! I never seem to tire of reading about AMC and their interesting history and cars. The big googly Matador coupe from the 70s is still my favorite, just because you don't see that kind of thinking outside the box anymore. AMC never had a chance to get lazy so it kept stuff interesting. Well, okay, putting AMX on stuff that was only sticker-performancy was kind of lazy but it was near the end by that time so I'll give 'em a pass there…
AndyinMA
The subject car kinda looks like a big fat Celica. The Gremlin concept looks like a nice Hot Wheels car, too bad the real thing did not turn out so nice.
John Bryan
Funny how every mid-60s European concept car took cues from the first generation Corvair and so many US concept cars from that time-frame took cues from the 63 Buick Riviera. The AMC Vixen and Cavalier almost look like they could've come from GM's design studio rather than AMC.
"…but with stricter federal regulations and waning interest in muscle cars,"
The Pontiac Firebird managed to 'survive' the muscle car decline, and keep at least a 220 HP 400 V8 up to 1979.
If AMC could have had better performance from their 304 V8 in '77, maybe? Engine management didn't get better until mid/late 80's with EFI and the Ford 5.0 benefited. Oh well.
J P Cavanaugh
Very true. However, after 1974 it (and the Camaro) had the market all to itself. It was a lot easier to maintain a reasonable volume on an aging platform in a shrinking market when there are no competitors. 🙂
Yes, believe it or not, sales of F bodies actually increased in '74 model year, gas crisis and all*. And we all know about the sales success of the 76-79 era.
The F body was on life support during 1972, due to a plant strike, but '73 sales went up, saving them.
*Being considered a "small car" may have helped? 😉
Posted November 20, 2018 at 11:05 AM
Hey, neat! The Cavalier and the Project IV cars appear to have the squircular sealed beam headlamps I was talking about the other day.
The back of that AMX III Javelin-based station wagon surely does seem to portend the Pacer, doesn't it?
The AMX incorporated a number of industry-first, safety-minded features that were recognized by the American Society of Automotive Engineers when they awarded the AMX the "Best Engineered Car of the Year" award for both 1969 and 1970
Oh, that's interesting. Got any more details about these safety features?
The back does look like a Pacer. I've never noticed that before. If you look carefully at the car, you can tell that the greenhouse is different on each side.
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The 1961–62 Soviet Championship League season was the 16th season of the Soviet Championship League, the top level of ice hockey in the Soviet Union. Twenty teams participated in the league, and Spartak Moscow won the championship.

Standings

External links
Season on hockeystars.ru

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They refer to the daily readings for the 28th Week in Ordinary Time 2011.
The Gospels selected to be read for the 26th, 27th, and 28th Sundays in Ordinary Time are all quite similar and carry the same message. They are all concerned with choices: our choosing for the goodness that God has offered us as free gift, or choosing to reject it and go our own way. Three weeks ago we had the Parable of the Two Sons who were asked by their father to go into his vineyard and work. The first said, "No," he wouldn't do it, but later he changed his mind and went into the vineyard to do the work. The second son said "Yes" to his father's request, but then later chose not to go into the vineyard to work. Last Sunday, we had the Parable of the Tenants who leased a vineyard and then chose to beat and kill the servants of the owner of the vineyard who came for the owner's share of the produce. Instead of choosing to give the owner his just due, they chose to kill his servants and his son and keep it all for themselves.
And in today's Gospel, the invited guests to the banquet are given the choice to attend or not. All of them chose not to come and others were then invited in their stead. All three parables have to do with the choices we make. And the moral presented by all three is that we weigh our choices carefully that we may choose correctly and bear fruit at harvest time.
To tell you the truth, in reading this Gospel I have always felt a little bit sorry for the fellow who shows up at the wedding banquet without the required wedding garment. Presumably, he was out strolling the streets when he was invited to attend a wedding banquet and then he got into all kinds of trouble for not being properly dressed for the wedding he had not intended to attend at the beginning of the evening. But what we must remember here is that he was invited and knowingly accepted the invitation knowing he was not properly dressed.
We remarked in last week's Sunday homily that God's grace, which is what is being offered in all of these parables, is pure gift. We do not earn it in any way or deserve it. It is a gift. But we must have the faith desire to accept it, to be open to conversion, in order to get anywhere at all. It seems like God is the Giver and we are the recipients in all of this, and that is true for the most part. We do, however, have to be willing and have the desire to accept God's grace. This is our part.
The 6th Step of the 12 Steps, one of the conversion Steps, brings our participation in all of this out very nicely. It reads: "We were entirely ready to have God remove our defects of character". In this Step we take no action; we simply are entirely ready and willing to have God remove our defects and we are willing to cooperate with him in doing so. This is the faith desire, the wedding garment that the man in today's parable failed to "wear." This wedding garment is the desire for conversion in heart and mind that is required to enter into the Kingdom, that is required for any change whatsoever.
The man who entered without the wedding garment tried to enter the wedding banquet without this willingness, and it didn't work. How about us? Are we willing to accept God's invitation into his Kingdom with open minds and to follow Jesus all the way? Or are we playing games with God by saying we will go into the vineyard, the Kingdom, and work and then end up not going? We must say what we mean and mean what we say. Then we will be properly dressed in accepting God's invitation to the Kingdom.
One of the main themes running through the entire ministry of Jesus is repentance. It begins way back with John the Baptist: Repent, make the U turn, convert, change! As an example of this repentance, Jesus points out the story of Jonah going to the Ninnevites, whom Jonah greatly feared, and telling them to repent or else. And, as we know, by golly they listened to him for a change and repented. One of the few instances in the Scriptures when someone listened to a prophet! Jesus' preaching to the Israelites and to us often does not have the same results. We want to do things our way and consequently the nonsense going on in our lives continues on and on.
What can I do today to show myself and my God that I am serious about repenting, about turning around certain areas of my life?
The theme of getting our priorities correctly ordered appears in today's Gospel reading. First things first! This theme also ties in with the theme of this week's readings to focus on doing things God's way rather than our own way. Believe me, God's way puts things in their proper perspective.
Jesus has nothing against the many and various rituals prescribed in the Jewish law of the times, but he does care about us keeping things in their proper priority. Don't worry about washing hands and dishes and all these little things before you satisfy your obligation to feed the hungry, clothe the naked, house the homeless and give drink to the thirsty.
To find our priorities we call to mind once again the spiritual and temporal works of mercy as gleaned from the Gospels. To refresh our memories, the spiritual works of mercy are: to instruct the ignorant, to counsel the doubtful, to admonish sinners, to bear wrongs patiently, to forgive offenses willingly, to comfort the afflicted, and to pray for the living and the dead. The temporal works of mercy are: to feed the hungry, to give drink to the thirsty, to clothe the naked, to visit the sick and those in prison, and to bury the dead.
Take a moment to read these spiritual and temporal works of mercy slowly and meditate on them. If we follow them, we will keep things in their proper priority in our lives.
We have been speaking off and on so far this week about doing things God's way rather than our own way and of getting our actions into their proper perspective and priority. Both of these themes boil down to the same thing. The way of God equals the fruits of the Spirit, namely: love, joy, peace, patience, kindness, generosity, faithfulness, gentleness, self-control. On the contrary, the works of the flesh,our way, are: immorality, impurity, licentiousness, idolatry, sorcery, hatreds, rivalry, outbursts of fury, acts of selfishness, dissension, fractions, occasions of envy, drinking bouts, orgies, and the like.
Where in all of this does our treasure lie?
Rejecting God is another theme found in the Scriptures that ties in directly with doing things our own way and misconstruing our priorities that we have been talking about all this week. The rejection of God is nothing other than choosing our own way and setting our own priorities, what is important to me.
Rejection of God begins in the Scriptures with Adam and Eve doing their own thing, with the Israelites on their journey through the desert on the way to the promised land, with all the belittling of the prophets by the people of God, with the scribes and the Pharisees in the New Testament and with us in our own modern times. It just never ends.
Why do we find it so difficult to just throw our arms around Jesus and to follow him wherever he leads us?
On the middle evening of each Retreat at Franciscan Retreats in Prior Lake, MN, where I live with three other Friars, we have a sing-along with those who wish to participate. Toward the end of the sing-along we sing some hymns before retiring for the evening. I am reminded of one of these hymns by some words in the Gospel for today. The name of the hymn is: His Eye Is On The Sparrow. The words were written by a woman named Civilla Martin (1866-1948) and the music by Charles Gabriel (1856-1932).
Early in 1905, Civilla and her husband were traveling in Elmira, New York, when they met a couple by the name of Mr. & Mrs. Doolittle. Mrs. Doolittle had been bedridden for 20 years and her husband was crippled and confined to a wheelchair. Yet, they lived a very happy Christian life. When asked the secret for their happiness despite their obvious problems, Mrs. Doolittle replied simply, "His eye is on the sparrow, and I know he watches me." Civilla then went home and wrote the hymn from these words.
St. Teresa, whose memorial we celebrate today, was born in Avila in 1515 and died in 1582, at the age of 67. Her life is very detailed and complex and one cannot do it justice in the short space available here.


I have these mascara for a really long time and the only reason why I did not throw it away is because it is Lancome and because these are the only pair of mascaras I own that vibrates. I was really excited when I first gotten my hands on them. Literally immediately opened the black tube and tried it on... OMG it's so wet that it is weighing my lashes down and stained my undereye. Don't like it at all. The consistency was just too wet for my liking.
Then I though, maybe curling my lashes first should do the trick, but no... failed, it's still weighing my lashes down. Then maybe I should play with the vibration thingy that made this wand famous but no, didn't work either. I honestly don't see how the vibration works for the lashes when most of the vibration I feel it on the cap instead of the end of the applicator. So basically my fingers and hands was the ones vibrating not my lashes. Burn.
And because I didn't like the black one, I didn't bother opening the white base as I assume it would be the same until one day my hands got itchy and wanting to try a new product, so the white base powermascara was unleashed. So wanted it to work but no... same case... didn't liked the wet consistency at all.
Is not that wet mascaras are bad, it just doesn't work well for those with medium to long lashes people like mine. It gets too heavy which ultimately drooping your lashes even after curling plus you may get mascaras stains on the undereyes because it takes a longer time to dry.
The applicator is rubber plastic comb type, not my favourite too because I'm much more of a bristle brush type girl, I like the feeling of brushing through my lashes.
I was actually hoping that it would dry up a little after some time so that I can fall in love with it but damn, it was still fairly wet when I tried it recently. Which can be a good thing for those who love wet mascaras and prays that the mascara doesn't dries off too quickly. This is probably made for you.
Those with shorter and thinner lashes may like this mascara because it does gives a thicker and longer look for your lashes. To me, the vibration just wasn't as expected and truly, it is nothing to hype about. I ended up using it without pressing the button as I don't like it vibrating my hands while I'm applying mascara to my lashes. Just doesn't feel right.


Back in May New York saxophonist Tony Malaby dropped by our monthly Improvisers Workshop and was loud in his praise of what he saw and heard. But now we're going one better as the brilliant American multi-instrumentalist Joe McPhee joins us as guest mentor for this October workshop.
One of the key members of the New York free jazz revolution of the 1960s, Joe continues to develop his own creative energy, and will be playing an unmissable evening concert with drummer Chris Corsano as part of this year's Newcastle Festival of Jazz & Improvised Music. But he has also earned a reputation as one of the most charismatic teachers on the progressive scene, so getting him to bring his inspirational guidance to the afternoon workshop is a wonderful opportunity.
These monthly Workshops at the Bridge have proved to be a real stimulus to the creative development of local musicians, with the participants taking the lessons into their own performances, and the workshop group itself testing out its ideas in concert. Using a range of sources as inspiration - texts, graphic scores, game theory, or unfettered free improvisation - players from diverse musical backgrounds have found common ground in pushing their creative boundaries.
In addition to Joe, regular workshop leaders John Pope and Wes Stephenson will be on hand to help shape the sessions, but any participants are welcome to bring along ideas to be tried out in a relaxed environment. Relaxed, but also very stimulating . . . there's no charge to take part, so if you feel that you'd like to try stretching yourself musically, with guidance from one of the best in the world, this is the place to be.


WHAT IS CERVICAL SPONDYLITIS ?
Cervical spondylosis is also called cervical osteoarthritis. It is a condition involving changes to the bones, discs, and joints of the neck. These changes are caused by the normal wear-and-tear of aging. With age, the discs of the cervical spine gradually break down, lose fluid, and become stiffer. Cervical spondylosis usually occurs in middle-aged and elderly people.
As a result of the degeneration of discs and other cartilage, spurs or abnormal growths called osteophytes may form on the bones in the neck. These abnormal growths can cause narrowing of the interior of the spinal column or in the openings where spinal nerves exit, a related condition called cervical spinal stenosis.
Most people with cervical spondylosis don't have noticeable symptoms. If symptoms do occur, they can range from mild to severe and may develop gradually or occur suddenly.
One common symptom is pain around the shoulder blade. Patients will complain of pain along the arm and in the fingers. The pain might increase on standing sitting, sneezing, coughing, or backward tilting of the neck.
Another common symptom is muscle weakness. Muscle weakness makes it hard to lift the arms or hold objects firmly.


We should insist that long-term monitoring programs are maintained and enhanced to record changes in Earth's conditions.
A cap-and-trade program was put into effect by President George H.W. Bush to curtail SO2 emissions from power plants.


text:
Q: Is "MA Graduation in Tourism Management with a concentration on Marketing" right? I have finished my MA. I would like to add a life-event on my Facebook timeline. Is the title "MA Graduation in Tourism Management with a concentration on Marketing" right?

A: If you want to describe the event of graduating, that sentence makes even less sense, because MA doesn't modify graduation. You want "Graduation with an MA in Tourism Management with a concentration in Marketing" or "Graduation from my Masters program with an MA in...."

A: I think what you are looking for is:

MA Graduate in Tourism Management with a concentration on Marketing

if you are describing your education.

redpajama_set_name: RedPajamaStackExchange


text:
3M Matches Views, Trips Upper End of Forecast
3M Co. lowered the high end of its 2015 per-share earnings guidance as the manufacturing giant also reported its second-quarter earnings rose 2.6%, though a strong U.S. dollar hurt revenue.
For the year, 3M reduced the high end of previous per-share earnings guidance by a dime and now expects $7.80 to $8.00 as its narrowed its outlook for organic revenue growth—which excludes currency fluctuations and some other items—to between 2.5% and 4% from its previous estimate of between 3% to 6%.
Chief Executive Inge Thulin said in prepared remarks on Thursday that the changed outlook reflects lower-than-expected global economic growth.
3M makes adhesives, abrasives, coatings and films used in thousands of industrial and consumer applications, including manufacturing and repair of cars and aircraft.
The St. Paul, Minn., conglomerate's deal last month to acquire Capital Safety for $1.8 billion shows 3M is willing to increase the size of its acquisitions as part of a strategy to produce steady sales growth.
3M typically makes smaller acquisitions. Investors likely will be watching for more details about the planned Capital Safety acquisition during the company's conference call.
Overall, 3M reported a profit of $1.3 billion, or $2.02 a share, up from $1.27 billion, or $1.91 a share, a year earlier. Revenue decreased 5.5% to $7.69 billion. Excluding currency effects and acquisitions, revenue grew 1.8%.
Analysts polled by Thomson Reuters expected per-share profit of $2 and revenue of $7.83 billion.
Operating margin rose 1.1 percentage point to 23.9%.

redpajama_set_name: RedPajamaCommonCrawl


text:
Mikojan-Gurevič MiG-27 () (NATO oznaka "Flogger-D/J") je enomotorni lovski bombnik z gibljivimi krili. Zasnovali so ga v Sovjetski zvezi pri biroju Mikojan-Gurevič, so ga pa izdelovali tudi licenčno v Indiji pri Hindustan Aeronautics kot Bahadur. Mig-27 je baziran na Mig-23. Za razliko od Mig-23, se Mig-27 ni veliko uporabljal zunaj Sovjetske zveze, večina drugi držav je uporaljala MiG-23 in Suhoj Su-22. Uporabnice Mig-27 so Indija, Kazakhstan in Šri Lanka. Vsi ruski in ukrajinski Mig-27 so upokojeni.

Mig-27, je sovjetski odgovor na ameriškega uničevalca tankov Warthog-Thunderbolt. Robustno, srednje veliko letalo je imelo eno samo nalogo, uničevanje ameriških in britanskih tankovskih enot na območju zahodne evrope. Začetki razvoja letala segajo v leto 1969, vendar pa prva letala postanejo operativna nekje v letu 1976, enote pa jih dobijo v uporabo v letu 1977. Raznovrstna oborožitev tega letala sega od raket zrak-zemlja pa do protitankovskih raket in bomb in topov velikega kalibra. Nekateri sovjetski strokovnjaki pa so po koncu hladne vojne trdili tudi, da je bilo to letalo sposobno na bojišče prenesti tudi nuklearno taktično bombo. Letalo še danes ostaja v operativni uporabi mnogih letaskih enot po svetu. Nekatere države pa so svoje Floggerje posodobile in jim s tem podaljšale operativno uporabo še za nekaj let.

Tehnične specifikacije(MiG-27K)

Glej tudi
 Mikojan-Gurevič MiG-23
 A-7 Corsair II
 Panavia Tornado
 IAR 93
 SEPECAT Jaguar
 Soko J-22 Orao
 Suhoj Su-17

Sklici in reference

Bibliografija

 Frawley, Gerard and Jim Thorn. "Mikoyan MiG-27." The International Directory Of Military Aircraft 1996/97. Weston Creek, Australia: Aerospace Publications Pty Ltd, 1996. ISBN 1-875671-20-X.
 Green, William and Gordon Swanborough. The Great Book of Fighters. St. Paul, Minnesota, USA: Motorbooks International Publishing, 2001. ISBN 0-7603-1194-3.

Zunanje povezave

 MiG-27 Flogger from Global Security.org
 MiG-27 Flogger from Global Aircraft
 MiG-27 from FAS
 Mikoyan MiG-27 Flogger

Sovjetska lovska letala
Lovska letala
Letala Mikojan-Gurevič
Reaktivna letala


A public lecture visiting Trinity Long Room Hub fellow Professor Barry McCrea (Notre Dame) on Language Change and Social Class in the Novel.
Barry McCrea is a novelist and scholar of modern European, Latin American, and Irish literature. He most recent book is Languages of the Night: Minor Languages and the Literary Imagination in Twentieth-Century Ireland and Europe (Yale University Press, 2015), which won the American Comparative Literature Association's René Wellek prize for the best book of 2016. He is the author of The First Verse, a novel, winner of a number of awards including the 2006 Ferro-Grumley prize for fiction and a Barnes and Noble "Discover" prize, and of In the Company of Strangers: Narrative and Family in Dickens, Conan Doyle, Joyce and Proust (Columbia University Press, 2011), which won the Yale Heyman Prize for scholarship in the humanities.Professor McCrea holds has a BA in Romance languages from Trinity College Dublin, and a PhD in comparative literature from Princeton. Before joining Notre Dame, he taught comparative literature at Yale University, where he was appointed full professor in 2012. Professor McCrea teaches fall semesters in the Rome and Dublin Global Gateways and spring semesters on campus.


From the New Le Chic Autumn, Winter 2018 Collection.
Keep her cosy with this sparkling knitted hat and scarf set by Le Chic.
Pretty and feminine, navy blue hat and scarf set softly knitted, each are decorated with large bows, embellished with sparkly silver thread.


Get ready to swing when you slip into this dress! The gorgeous dress has two rows of fringe, which sway with your movement. Silver sequin work outlines and illuminates the costume's trim, snagging glances from every direction when you step into a room. A silver sequin head piece with a feather set is also included. Complete your look with our boa and fishnet stockings!


text:
Mikrokosmos (el universo en pequeño) Sz. 107, BB 105 es un conjunto de composiciones para piano de Béla Bartók: 153 piezas progresivas (de dificultad ascendente) en seis volúmenes escritas entre 1926 y 1939.

Un "curso de piano"

La piezas individuales progresan desde lo muy sencillo y de estudios para un principiante hasta muestras muy difíciles de técnica avanzada, y son usadas en las lecciones modernas para piano y en educación musical. En suma, según Bartók, la pieza musical «aparece como una síntesis de todos los problemas musicales y técnicos que han sido tratados y en algunos casos sólo parcialmente resueltos en obras pianísticas anteriores». Los volúmenes primero y segundo están dedicados a su hijo Péter, mientras que los volúmenes quinto y sexto están concebidos como piezas de concierto para tocarse profesionalmente.

Bartók indicó que las piezas también podían ser tocadas en otros instrumentos: Huguette Dreyfus, por ejemplo, grabó piezas de los volúmenes 3 al 6 al clavecín.

En 1940, poco antes de emigrar a los Estados Unidos, Bartók realizó un arreglo para dos pianos de siete de las piezas para añadirlas al repertorio para concierto de él y su esposa Ditta Pásztory-Bartók.

Estructura

Consta de seis volúmenes en orden creciente de dificultad

Volúmenes I-II: Piezas 1-36 y 37-66, principiante.
Volúmenes III-IV: Piezas 67-96 y 97-121, moderado hasta avanzado.
Volúmenes V-VI: Piezas 122-139 y 140-153, profesional.

Notas

Enlaces externos

Grabaciones de Microcosmos en http://www.allmusic.com/

Composiciones de Béla Bartók
Composiciones para piano solo
Composiciones de los años 1920
Composiciones de los años 1930


text:
TSINANDALI
Near Telavi is located the MUSEUM of the prominent Georgian poet and public figure, ALEXANDER CHAVCHAVADZE (1786-1846). His father, Garsevan Chavchavadze, was the ambassador of the king of Kartli and Kakheti Erekle II to Russia. When Alexander was a small boy he was baptized by the Empress of Russia, Catherine II. Therefore, from his boyhood he had to be in the environment of aristocratic society. European education and way of life can be traced in the estate arranged by Alexander Chavchavadze. He was the first who introduced carriage and grand piano in Georgia. He laid out Tsinandali garden TSINANDALI extending to 12 ha and comprising numerous exotic plants of European, Asian and American origin according to the plan of European designers.
Alexander Dumas called Tsinandali park Garden of Eden. Alexander Chavchavadze, his spouse Salome Orbeliani and four children (David, Nino, Ekaterine and Sopio Chavchavadze) were noted for their hospitality. Tsinandali was in various time visited by: Alexander Dumas, French historian Mari-Felicite Brosse, Russian poets Alexander Pushkin, Mikheil Lermontov and Alexander Griboedov. By introducing European technology of brewing wine Alexander Chavchavadze renewed the millenium-old tradition of production of wine in Georgia. He improved the quality of Kakheti wine and introduced and developed original technologies for production of champagne wines and brandies. Alexander Chavchavadze was the first enologist in Georgia. In Tsinandali he built winery, shop for distillation of vodka and huge underground wine cellar where he placed big vats and opened a shop making barrels. In the wine repository of Tsinandali today is preserved personal collection of wines belonging to Alexander Chavchavadze which included 16 500 bottles of 70 brands of wine. After demise of Alexander and his spouse, in 1846-1847, Tsinandali estate was managed by their children, at first Nino, later David.
On July 4, 1854 Shamil's troops cracked down on Tsinandali Palace. Later David Chavchavadze tried to develop estate of Tsinandali and took a loan from the bank. However, he did not appear to be as successful mamager as his father, and he collected debts. Tsinandali estate was handed over to the Russian government, and lands belonging to the family of Chavchavadze were sold. In Soviet period Tsinandali was a government residence. From 2007 Silk Road Group purchased Tsinandali estate and restored its museum. It gained the function of a contemporary museum. Part of the museum is used for private or government events. Tsinandali after restoration consists of 4 parts: museum, park, hotel accomodation and wine repository (winery and wine cellar).
TSINANDALI : Navigator of nearby objects


To view a list of past fellows, please visit the archives on the left, organized by decade. University affiliations are what they were during the fellows' time at the Center.
For over thirty years, the Center has welcomed researchers from around the world to spend time in residence at Notre Dame. In that period, over 250 scholars working in philosophy, theology, religious studies, other humanities fields, and even the social sciences have pursued cutting edge research using the vast resources of this institution.


The Clerk of the Board office is responsible for the publication of the Santa Barbara County Code. The County Code contains all of the legislation passed into law by the Board of Supervisors with the exception of Land Use ordinances. The County Code is published two times per year.


text:
DORACO with a new contract in the Port of Gdynia!
We are pleased to inform that yesterday in the Port of Gdynia, the DORACO Management Board signed an agreement for implementation of a subsequent investment for this Investor, entitled "Reconstruction of the Northern Pilot Groyne (Ostroga Pilotowa) in the Port of Gdynia".
Reconstruction of the Northern Groyne aims at making it possible for large container vessels with length of up to 400 m to enter the Port of Gdynia. The work will consist in widening the entry between the existing groynes to 140 m (the current width comes to 100 m), by demolishing approx. 43 RM of the Northern Groyne and general reconstruction of the remaining section to enable performance of dredging works in the next stage to a depth of -16.0 m.
The scope of DORACO's work, planned for 46 weeks, includes:
demolition of the construction part of the Northern Groyne along the length of 42.7 m (approx. 600 m2) from the side of the Pilot Entry, its shortening to a length of approx. 57.1 m;
reconstruction of the remaining part of the Northern Groyne along the length of 57.1 m to adapt the structure to a technical depth of -16.0 m from the side of the Pilot Entry;
building a waving arrester on the eastern side of the Northern Groyne;
building a shore housing 25 m long at the bottom of the Northern Groyne from the side of the Outer Port;
electrical and sanitary work.
More about the investment
President of DORACO as a participant of the debate on economic risks in 2020
on economic risks in 2020. The President of DORACO Karol Zduńczyk spoke of hazards and challenges from the perspective of a general contractor.
The president mentioned, inter alia, the problem of a shortage of staff and increasing labour costs. He indicated the constant growth in the number of performed investments, leading to large demand for building materials, which has a periodic influence on their unavailability and increased prices. He paid attention to the reduction of new guarantee limits, which is reflected in low profitability of implemented contracts. Therefore, general contractors are reducing innovative activities, e.g. use of modern technologies or materials. The concern related to the coronavirus epidemic in China was added to the already existing hazards. It may impinge on a decline of production and in consequence on an increase in prices, e.g. for stainless steel or black sheet metal.
Conclusions from the meeting as well as the report – 'Ranking of economic risks 2020. A decade of fear comes to an end. What decade is beginning?' by SpotData and KUKE – are available in a full account of the event at Puls Biznesu.


text:
Published on May 9th, 2019 | by gareth
Blood: Fresh Supply Arrives
Loved the original and worked a small bit on the sequel.
Nightdive Studios and Atari® Release Legendary PC Horror Shooter Reboot Blood: Fresh Supply™
Vancouver, WA (May 9, 2019) – Developer Nightdive Studios, in partnership with Atari® – one of the world's most iconic consumer brands and interactive entertainment producers – today launched their fully updated version of the original cult classic shooter Blood. Dubbed Blood: Fresh Supply™, this restored and updated version of the game is built to bring all the classic mayhem to modern PCs while keeping with the non-stop hellfire-fueled gunplay of the original. Along with staying true to the blisteringly-difficult single-player campaign found in the original, Blood: Fresh Supply features competitive and cooperative online multiplayer for when players need to gang up on the hellish hordes or one another.
Blood: Fresh Supply is now available for Windows PC on Steam, the Humble Store, GOG and the Discord game store for $9.99 (USD) and includes all the gory goodness of the original and its expansion packs – Cryptic Passage and the Plasma Pak – enhanced by an all-new engine, netcode, and split-screen mode.
"It has been both a great pleasure and an honor to have had the opportunity to work with Atari to update this classic game title that helped firmly cement the FPS as one of the most popular game genres," said Larry Kuperman, Director of Business Development at Nightdive Studios. "We look forward to sharing the gory splendor of Blood: Fresh Supply with a new generation of gamers as well as with the many current fans eager to play one of their favorite titles on contemporary PCs."
Originally released in 1997, Blood is a First-Person Shooter that helped redefine the genre and introduced many elements now accepted as commonplace. In the original and the updated Blood: Fresh Supply, players jump into the boots of undead gunslinger Caleb as he seeks revenge against the dark god Chernobog. Caleb's arsenal features a mix of standard and occult weaponry, which he uses to devastating and gore-filled effect. In the game, players visit a terrifying world populated by hordes of bloodthirsty fiends – including cultists, gargoyles, zombies, hellhounds, and an unholy host of other terrors.
Watch the Blood: Fresh Supply launch trailer here:
Tags: Blood: Fresh Supply
RAGE 2, Blood: Fresh Supply, And Netflix Games On BJ Shea's Geek Nation On KISW FM →


text:
/**
 * \file
 *
 * This file contains functions to assist the iterator module.
 * Configuration options. Forward zones.
 */

#ifndef ITERATOR_ITER_UTILS_H
#define ITERATOR_ITER_UTILS_H
#include "iterator/iter_resptype.h"
struct sldns_buffer;
struct iter_env;
struct iter_hints;
struct iter_forwards;
struct config_file;
struct module_env;
struct delegpt_addr;
struct delegpt;
struct regional;
struct msg_parse;
struct ub_randstate;
struct query_info;
struct reply_info;
struct module_qstate;
struct sock_list;
struct ub_packed_rrset_key;
struct module_stack;
struct outside_network;

/* max number of lookups in the cache for target nameserver names.
 * This stops, for large delegations, N*N lookups in the cache. */
#define ITERATOR_NAME_CACHELOOKUP_MAX	3
/* max number of lookups in the cache for parentside glue for nameserver names
 * This stops, for larger delegations, N*N lookups in the cache.
 * It is a little larger than the nonpside max, so it allows a couple extra
 * lookups of parent side glue. */
#define ITERATOR_NAME_CACHELOOKUP_MAX_PSIDE	5

/**
 * Process config options and set iterator module state.
 * Sets default values if no config is found.
 * @param iter_env: iterator module state.
 * @param cfg: config options.
 * @return 0 on error.
 */
int iter_apply_cfg(struct iter_env* iter_env, struct config_file* cfg);

/**
 * Select a valid, nice target to send query to.
 * Sorting and removing unsuitable targets is combined.
 *
 * @param iter_env: iterator module global state, with ip6 enabled and
 *	do-not-query-addresses.
 * @param env: environment with infra cache (lameness, rtt info).
 * @param dp: delegation point with result list.
 * @param name: zone name (for lameness check).
 * @param namelen: length of name.
 * @param qtype: query type that we want to send.
 * @param dnssec_lame: set to 1, if a known dnssec-lame server is selected
 *	these are not preferred, but are used as a last resort.
 * @param chase_to_rd: set to 1 if a known recursion lame server is selected
 * 	these are not preferred, but are used as a last resort.
 * @param open_target: number of currently outstanding target queries.
 * 	If we wait for these, perhaps more server addresses become available.
 * @param blacklist: the IP blacklist to use.
 * @param prefetch: if not 0, prefetch is in use for this query.
 * 	This means the query can have different timing, because prefetch is
 * 	not waited upon by the downstream client, and thus a good time to
 * 	perform exploration of other targets.
 * @return best target or NULL if no target.
 *	if not null, that target is removed from the result list in the dp.
 */
struct delegpt_addr* iter_server_selection(struct iter_env* iter_env,
	struct module_env* env, struct delegpt* dp, uint8_t* name,
	size_t namelen, uint16_t qtype, int* dnssec_lame,
	int* chase_to_rd, int open_target, struct sock_list* blacklist,
	time_t prefetch);

/**
 * Allocate dns_msg from parsed msg, in regional.
 * @param pkt: packet.
 * @param msg: parsed message (cleaned and ready for regional allocation).
 * @param regional: regional to use for allocation.
 * @return newly allocated dns_msg, or NULL on memory error.
 */
struct dns_msg* dns_alloc_msg(struct sldns_buffer* pkt, struct msg_parse* msg,
	struct regional* regional);

/**
 * Copy a dns_msg to this regional.
 * @param from: dns message, also in regional.
 * @param regional: regional to use for allocation.
 * @return newly allocated dns_msg, or NULL on memory error.
 */
struct dns_msg* dns_copy_msg(struct dns_msg* from, struct regional* regional);

/**
 * Allocate a dns_msg with malloc/alloc structure and store in dns cache.
 * @param env: environment, with alloc structure and dns cache.
 * @param qinf: query info, the query for which answer is stored.
 * @param rep: reply in dns_msg from dns_alloc_msg for example.
 * @param is_referral: If true, then the given message to be stored is a
 *	referral. The cache implementation may use this as a hint.
 * @param leeway: prefetch TTL leeway to expire old rrsets quicker.
 * @param pside: true if dp is parentside, thus message is 'fresh' and NS
 * 	can be prefetch-updates.
 * @param region: to copy modified (cache is better) rrs back to.
 * @param flags: with BIT_CD for dns64 AAAA translated queries.
 * @param qstarttime: time of query start.
 * return void, because we are not interested in alloc errors,
 * 	the iterator and validator can operate on the results in their
 * 	scratch space (the qstate.region) and are not dependent on the cache.
 * 	It is useful to log the alloc failure (for the server operator),
 * 	but the query resolution can continue without cache storage.
 */
void iter_dns_store(struct module_env* env, struct query_info* qinf,
	struct reply_info* rep, int is_referral, time_t leeway, int pside,
	struct regional* region, uint16_t flags, time_t qstarttime);

/**
 * Select randomly with n/m probability.
 * For shuffle NS records for address fetching.
 * @param rnd: random table
 * @param n: probability.
 * @param m: divisor for probability.
 * @return true with n/m probability.
 */
int iter_ns_probability(struct ub_randstate* rnd, int n, int m);

/**
 * Mark targets that result in a dependency cycle as done, so they
 * will not get selected as targets.
 * @param qstate: query state.
 * @param dp: delegpt to mark ns in.
 */
void iter_mark_cycle_targets(struct module_qstate* qstate, struct delegpt* dp);

/**
 * Mark targets that result in a dependency cycle as done, so they
 * will not get selected as targets.  For the parent-side lookups.
 * @param qstate: query state.
 * @param dp: delegpt to mark ns in.
 */
void iter_mark_pside_cycle_targets(struct module_qstate* qstate,
	struct delegpt* dp);

/**
 * See if delegation is useful or offers immediately no targets for
 * further recursion.
 * @param qinfo: query name and type
 * @param qflags: query flags with RD flag
 * @param dp: delegpt to check.
 * @param supports_ipv4: if we support ipv4 for lookups to the target.
 * 	if not, then the IPv4 addresses are useless.
 * @param supports_ipv6: if we support ipv6 for lookups to the target.
 * 	if not, then the IPv6 addresses are useless.
 * @return true if dp is useless.
 */
int iter_dp_is_useless(struct query_info* qinfo, uint16_t qflags,
	struct delegpt* dp, int supports_ipv4, int supports_ipv6);

/**
 * See if qname has DNSSEC needs.  This is true if there is a trust anchor above
 * it.  Whether there is an insecure delegation to the data is unknown.
 * @param env: environment with anchors.
 * @param qinfo: query name and class.
 * @return true if trust anchor above qname, false if no anchor or insecure
 * point above qname.
 */
int iter_qname_indicates_dnssec(struct module_env* env,
	struct query_info *qinfo);

/**
 * See if delegation is expected to have DNSSEC information (RRSIGs) in
 * its answers, or not. Inspects delegation point (name), trust anchors,
 * and delegation message (DS RRset) to determine this.
 * @param env: module env with trust anchors.
 * @param dp: delegation point.
 * @param msg: delegation message, with DS if a secure referral.
 * @param dclass: class of query.
 * @return 1 if dnssec is expected, 0 if not or insecure point above qname.
 */
int iter_indicates_dnssec(struct module_env* env, struct delegpt* dp,
	struct dns_msg* msg, uint16_t dclass);

/**
 * See if a message contains DNSSEC.
 * This is examined by looking for RRSIGs. With DNSSEC a valid answer,
 * nxdomain, nodata, referral or cname reply has RRSIGs in answer or auth
 * sections, sigs on answer data, SOA, DS, or NSEC/NSEC3 records.
 * @param msg: message to examine.
 * @return true if DNSSEC information was found.
 */
int iter_msg_has_dnssec(struct dns_msg* msg);

/**
 * See if a message is known to be from a certain zone.
 * This looks for SOA or NS rrsets, for answers.
 * For referrals, when one label is delegated, the zone is detected.
 * Does not look at signatures.
 * @param msg: the message to inspect.
 * @param dp: delegation point with zone name to look for.
 * @param type: type of message.
 * @param dclass: class of query.
 * @return true if message is certain to be from zone in dp->name.
 *	false if not sure (empty msg), or not from the zone.
 */
int iter_msg_from_zone(struct dns_msg* msg, struct delegpt* dp,
	enum response_type type, uint16_t dclass);

/**
 * Check if two replies are equal
 * For fallback procedures
 * @param p: reply one. The reply has rrset data pointers in region.
 * 	Does not check rrset-IDs
 * @param q: reply two
 * @param region: scratch buffer.
 * @return if one and two are equal.
 */
int reply_equal(struct reply_info* p, struct reply_info* q, struct regional* region);

/**
 * Remove unused bits from the reply if possible.
 * So that caps-for-id (0x20) fallback is more likely to be successful.
 * This removes like, the additional section, and NS record in the authority
 * section if those records are gratuitous (not for a referral).
 * @param rep: the reply to strip stuff out of.
 */
void caps_strip_reply(struct reply_info* rep);

/**
 * see if reply has a 'useful' rcode for capsforid comparison, so
 * not SERVFAIL or REFUSED, and thus NOERROR or NXDOMAIN.
 * @param rep: reply to check.
 * @return true if the rcode is a bad type of message.
 */
int caps_failed_rcode(struct reply_info* rep);

/**
 * Store parent-side rrset in separate rrset cache entries for later
 * last-resort * lookups in case the child-side versions of this information
 * fails.
 * @param env: environment with cache, time, ...
 * @param rrset: the rrset to store (copied).
 * Failure to store is logged, but otherwise ignored.
 */
void iter_store_parentside_rrset(struct module_env* env,
	struct ub_packed_rrset_key* rrset);

/**
 * Store parent-side NS records from a referral message
 * @param env: environment with cache, time, ...
 * @param rep: response with NS rrset.
 * Failure to store is logged, but otherwise ignored.
 */
void iter_store_parentside_NS(struct module_env* env, struct reply_info* rep);

/**
 * Store parent-side negative element, the parentside rrset does not exist,
 * creates an rrset with empty rdata in the rrset cache with PARENTSIDE flag.
 * @param env: environment with cache, time, ...
 * @param qinfo: the identity of the rrset that is missing.
 * @param rep: delegation response or answer response, to glean TTL from.
 * (malloc) failure is logged but otherwise ignored.
 */
void iter_store_parentside_neg(struct module_env* env,
	struct query_info* qinfo, struct reply_info* rep);

/**
 * Add parent NS record if that exists in the cache.  This is both new
 * information and acts like a timeout throttle on retries.
 * @param env: query env with rrset cache and time.
 * @param dp: delegation point to store result in.  Also this dp is used to
 *	see which NS name is needed.
 * @param region: region to alloc result in.
 * @param qinfo: pertinent information, the qclass.
 * @return false on malloc failure.
 *	if true, the routine worked and if such cached information
 *	existed dp->has_parent_side_NS is set true.
 */
int iter_lookup_parent_NS_from_cache(struct module_env* env,
	struct delegpt* dp, struct regional* region, struct query_info* qinfo);

/**
 * Add parent-side glue if that exists in the cache.  This is both new
 * information and acts like a timeout throttle on retries to fetch them.
 * @param env: query env with rrset cache and time.
 * @param dp: delegation point to store result in.  Also this dp is used to
 *	see which NS name is needed.
 * @param region: region to alloc result in.
 * @param qinfo: pertinent information, the qclass.
 * @return: true, it worked, no malloc failures, and new addresses (lame)
 *	have been added, giving extra options as query targets.
 */
int iter_lookup_parent_glue_from_cache(struct module_env* env,
	struct delegpt* dp, struct regional* region, struct query_info* qinfo);

/**
 * Lookup next root-hint or root-forward entry.
 * @param hints: the hints.
 * @param fwd: the forwards.
 * @param c: the class to start searching at. 0 means find first one.
 * @return false if no classes found, true if found and returned in c.
 */
int iter_get_next_root(struct iter_hints* hints, struct iter_forwards* fwd,
	uint16_t* c);

/**
 * Remove DS records that are inappropriate before they are cached.
 * @param msg: the response to scrub.
 * @param ns: RRSET that is the NS record for the referral.
 * 	if NULL, then all DS records are removed from the authority section.
 * @param z: zone name that the response is from.
 */
void iter_scrub_ds(struct dns_msg* msg, struct ub_packed_rrset_key* ns,
	uint8_t* z);

/**
 * Prepare an NXDOMAIN message to be used for a subdomain answer by removing all
 * RRs from the ANSWER section.
 * @param msg: the response to scrub.
 */
void iter_scrub_nxdomain(struct dns_msg* msg);

/**
 * Remove query attempts from all available ips. For 0x20.
 * @param dp: delegpt.
 * @param d: decrease.
 * @param outbound_msg_retry: number of retries of outgoing queries
 */
void iter_dec_attempts(struct delegpt* dp, int d, int outbound_msg_retry);

/**
 * Add retry counts from older delegpt to newer delegpt.
 * Does not waste time on timeout'd (or other failing) addresses.
 * @param dp: new delegationpoint.
 * @param old: old delegationpoint.
 * @param outbound_msg_retry: number of retries of outgoing queries
 */
void iter_merge_retry_counts(struct delegpt* dp, struct delegpt* old,
	int outbound_msg_retry);

/**
 * See if a DS response (type ANSWER) is too low: a nodata answer with
 * a SOA record in the authority section at-or-below the qchase.qname.
 * Also returns true if we are not sure (i.e. empty message, CNAME nosig).
 * @param msg: the response.
 * @param dp: the dp name is used to check if the RRSIG gives a clue that
 * 	it was originated from the correct nameserver.
 * @return true if too low.
 */
int iter_ds_toolow(struct dns_msg* msg, struct delegpt* dp);

/**
 * See if delegpt can go down a step to the qname or not
 * @param qinfo: the query name looked up.
 * @param dp: checked if the name can go lower to the qname
 * @return true if can go down, false if that would not be possible.
 * the current response seems to be the one and only, best possible, response.
 */
int iter_dp_cangodown(struct query_info* qinfo, struct delegpt* dp);

/**
 * Lookup if no_cache is set in stub or fwd.
 * @param qstate: query state with env with hints and fwds.
 * @param qinf: query name to lookup for.
 * @param retdpname: returns NULL or the deepest enclosing name of fwd or stub.
 * 	This is the name under which the closest lookup is going to happen.
 * 	Used for NXDOMAIN checks, above that it is an nxdomain from a
 * 	different server and zone. You can pass NULL to not get it.
 * @param retdpnamelen: returns the length of the dpname.
 * @return true if no_cache is set in stub or fwd.
 */
int iter_stub_fwd_no_cache(struct module_qstate *qstate,
	struct query_info *qinf, uint8_t** retdpname, size_t* retdpnamelen);

/**
 * Set support for IP4 and IP6 depending on outgoing interfaces
 * in the outside network.  If none, no support, so no use to lookup
 * the AAAA and then attempt to use it if there is no outgoing-interface
 * for it.
 * @param mods: modstack to find iterator module in.
 * @param env: module env, find iterator module (if one) in there.
 * @param outnet: outside network structure.
 */
void iterator_set_ip46_support(struct module_stack* mods,
	struct module_env* env, struct outside_network* outnet);

#endif /* ITERATOR_ITER_UTILS_H */

redpajama_set_name: RedPajamaGithub


text:
Family dog recovering after being shot by officer
By Aaron Mesmer, FOX 13 News
Posted Nov 08 2017 10:49PM EST
Video Posted Nov 08 2017 10:25PM EST
Updated Nov 09 2017 08:25AM EST
TARPON SPRINGS (FOX 13) - A family dog is making a miraculous recovery after it was shot in the chest by a Tarpon Springs police officer who said the dog tried to bite him several times.
The dog, a chocolate Lab-Besanji mix named Karuso, somehow got out of the family's backyard and went straight to Craig Park, which is about a block away, where his owners take him for a walk every day.
Someone called 911 and reported a pit bull that was loose in the park.
When an officer arrived, according to his report, he found Karuso sitting on a park bench. Chief Robert Kochen said the officer played with the dog first and then tried to corral him into the police cruiser, but the dog wouldn't get in on its own.
"Once the officer grabbed the dog [by the collar], he growled and tried to bite him," Kochen said. "The officer immediately released the dog and backed up and at that point, according to the report, the dog lunged at the officer in an aggressive manner and the officer took out his firearm and tried to protect himself."
The bullet hit Karuso in the chest and miraculously passed right through him without hitting any vital organs.
Minutes later, the dog's owners, Kelly Markham and her son, Tyler Markham arrived and learned an officer had shot their dog.
"I just started crying and saying, 'Why did you shoot my dog?'" said Kelly Markham. "I don't think I've ever cried that much in my lifetime."
Tyler Markham searched for his dog, who had run off after getting shot, and eventually found him hiding in the woods. He and his mother rushed their pet to the animal hospital.
"The whole time I'm thinking, 'This is the final moments with my best friend," Tyler Markham recalled, adding he's never seen his dog be aggressive toward anyone. "Karuso is the friendliest dog, has never, ever attacked anybody in his eight years of his life...just my best friend."
"[Karuso] has grown up with my children," Kelly Markham added. "Thank God he's OK because I don't know how my three wonderful kids would be able to handle losing him, especially this way."
The Markhams were amazed to find out Karuso's wounds weren't fatal and that he's expected to make a full recovery.
Chief Kochen said the Markhams are good pet owners and he feels awful about what happened, but he stands behind his officer's actions.
"He did not intend the situation to turn out like this but a lot of times in our job, when you look at circumstances, things evolve and change rapidly and that's what happened here. The dog really left him no choice. That's not what we wanted," he said.
Kochen told FOX 13 officers are trained to handle calls about dogs on the loose and, in his 28 years at the department, he can only remember two ending in the animal getting shot; most dogs are reunited with their owners without any issues.
"The vast majority of our calls for dogs end up very good," the chief continued. "I've told [Kelly Markham] I was sorry for what she had to go through. I have to support what the officer did per policy, even though we didn't want it to turn out this way."
The Markhams think officers should be required to go through additional training. They and the chief have been talking and, according to Kochen, are planning to meet about how to come to a resolution.
For the time being, Karuso is going to need to visit a veterinarian everyday to make sure his wounds aren't getting infected. His owners said it took four days, but Karuso is starting act like himself again.