As the readers of this blog know our daughter Ani is in Armenia now with my in-laws who have a house in the Arabkir district of Yerevan and she loves it there. Ani is surrounded by neighbors and relatives who visit her on a daily basis, not to mention all the playmates she has acquired. The most important thing to me in this child's first 3 years of life is that she is surrounded by love, the second most important thing is that for the first time in 4 generations my side of the family has produced a native speaker of the Armenian language, I cannot express how important this is to me. My personal joy when I hear her recite Ayb, Ben, Gim or sing Mer Hayastan, is indescribable, it's the ultimate music to my ears. This is what it is all about as you know, for us in the Diaspora to refocus our attention not on ourselves, but back towards our culture, our free and independent motherland which is developing at an impressive rate. Many of our nations benefactors have made it their personal responsibility to contribute very generously and have helped our nation in ways that most of us will only spend our lives dreaming of being able to do.
For my part, I am stuck in a sort of cruel limbo. I acknowledge in my heart that God has clearly spoken to me and told me that I must dedicate my life's work to my nation, and I have not only accepted that, but embraced everything it means to me. I have accepted repatriation as a must, and I now see it as a great honor, and am truly excited about it. However, I simply haven't found the opportunity to make that next chapter in my life open.
Saturday, October 23, 2010
Thursday, August 26, 2010
Tribute to Uncle Edward Mardigian
Well I recently wrote this article on the life of a relative, the late Edward Mardigian, thought I would share here for those interested.
Edward Mardigian (October 25, 1907 - November 3, 1993) was an engineer, Leader, Philanthropist.
Early Life
Edward Mardigian was born in Constantinople on October 25, 1907. He was the youngest of Stephen Mardigian's children, and was only six when he immigrated to the United States. Stephan Mardigian, who had been working as a Butcher in Toledo, OH, saved enough money to bring the family to the United States in October 1914, on the eve of the Armenian Genocide.
Stephen Mardigian's first order of business, once settled was to ensure for his children, the best educational opportunities and benefits that America had to offer, and which had been denied to his people in Turkey. Luckily, an excellent student blossomed in Edward, who couldn't seem to surround himself with enough books to satisfy his thirst for knowledge, particularly for the automotive industry and technology.
Education and Career
Losing his mother at the age of 12 was very difficult for young Edward, but was not enough to slow him down, and by the age of 15 he joined his brothers at the Ford Motor Company, enrolling in the Trade School in Highland Park, MI. He entered the industrial field as a tool and dye designing apprentice student. He graduated in 1928 with excellent marks and was offered a great position with Ford Motor Company in Detroit.
In 1930 Mardigian left Ford Motor Company and joined Chrysler Corporation, which allowed him to attend night classes at the Detroit Institute of Technology and Wayne State University, where he soon would earn the equivalent of a high school diploma and the training of a mechanical engineer.
By 1933 he had the knowledge, education and passion to begin an exciting and successful career. In that year, Mardigian accepted the position of Assistant Chief Tool Designer with Briggs Manufacturing Corporation. In 1934 Briggs sent Mardigian to London, England to supervise the first major tooling program at their Dagenham plant, and in 1936 he returned to the United States to head up the process and estimating department, which he would lead through the difficult and early part of the second World War.
Mardigian left Briggs in 1943 and formed a tool and die company called Oakman Engineering Co., and the following year bought a major stake in Northern Engineering Co. These two companies would later enter the production realm and become known as the Mardigian Corporation.
Family
Edward Mardigian is survived by his wife, Helen and family. He was the Uncle of Philanthropist Aram Abgarian.
Armenian Community
In 1984 Mr. Mardigian helped assure the future of the then forming Armenian Assembly of America by making a contribution to that organizations endowment fund. Helen Mardigian is a life Trustee of the Armenian Assembly of America.
Armenian Church
The Helen and Edward Mardigian Institute is a highly successful training program for educators, particularly for Sunday School teachers without a professional education background. The program helps them reach out to children by providing on-going training, inspiration, and encouragement free of charge to local Sunday School staffs across the Eastern Diocese. The program takes place bi-annually at the Diocesan Center in New York City and at the St. Nersess Armenian Seminary.
The Mardigian Institute was founded in 1978 and has trained more than 350 Sunday School educators. The program is organized by the staff of the Diocese’s Department of Youth and takes small groups of around 10 students at a time for 1 week courses which include demonstrations, lectures and discussions of Christian faith.
Along with Alex and Marie Manoogian, Edward and Helen Mardigian were major benefactors of St. John’s Armenian Church in Southfield, MI.
Academia
In 1987, Helen and Edward Mardigian donated $500,000 to the Armenian Research Center endowment and $350,000 to an endowment for the campus library. Pleased with the work of the Armenian Research Center and with the generosity of the Mardigians towards the University, which has extended beyond their original contributions, the then Chancellor of the Dearborn campus, William A. Jenkins, recommended to the President of The University of Michigan, at that time Harold Shapiro, that the University name the campus library the Edward and Helen Mardigian Library. This the Regents did the following year.
The University of Michigan In 1996, a $3 million gift from the Mardigian Foundation in honor of the late Detroit-area industrialist and philanthropist Edward Mardigian and his wife, Helen, helped in the construction of the U-M Comprehensive Cancer Center and Geriatrics Center Building. In recognition of the family foundation’s generosity, the building’s lobby was named the Edward Mardigian Memorial Lobby. “We have always believed in sharing,” Helen Mardigian said in announcing the gift. “We have always wanted to do something for the Hospital. Edward would be very pleased.”
The Royal Oak Beaumont Hospital Funded by a $1 million donation from the Edward Mardigian Family, the Mardigian Family Surgery Center at the Royal Oak Beaumont Hospital provides a comfortable and bright waiting area for family members, flooded with the warmth of daylight from the skylights above. The area features a children’s playroom and a business center with computer access and health care information. To enhance patient privacy, coaster pagers, similar to those used in restaurants, summon waiting family members to the postsurgery consultation with the surgeon.
Location of the Edward and Helen Mardigian Museum of Armenian Art and History in the Armenian Quarter of Jerusalem
Art, Culture and History
Opened in 1979, the Edward and Helen Mardigian Museum of Armenian Art and History of Jerusalem is located in a 200-year-old building that once housed the Armenian Patriarchate’s Theological Seminary, The Mardigian Museum of Armenian Art and Culture present a picturesque overview of Armenian history, religion and cultural heritage.
Exhibits include historical and religious artifacts, many brought to Jerusalem by pilgrims, including hand-woven rugs, a collection of Armenian coins, huge copper cauldrons crafted by Armenian smiths, colorful tiles from the world-famous Kutayha district, and a map of the ancient world printed in Armenian. There is also a replica of Gutenberg`s original printing press, the first to be established in Jerusalem in 1833.
Awards
The Armenian Students' Association of America awarded Mr. Mardigian the Sarafian Award for Good Citizenship in 1986.
Edward Mardigian (October 25, 1907 - November 3, 1993) was an engineer, Leader, Philanthropist.
Early Life
Edward Mardigian was born in Constantinople on October 25, 1907. He was the youngest of Stephen Mardigian's children, and was only six when he immigrated to the United States. Stephan Mardigian, who had been working as a Butcher in Toledo, OH, saved enough money to bring the family to the United States in October 1914, on the eve of the Armenian Genocide.
Stephen Mardigian's first order of business, once settled was to ensure for his children, the best educational opportunities and benefits that America had to offer, and which had been denied to his people in Turkey. Luckily, an excellent student blossomed in Edward, who couldn't seem to surround himself with enough books to satisfy his thirst for knowledge, particularly for the automotive industry and technology.
Education and Career
Losing his mother at the age of 12 was very difficult for young Edward, but was not enough to slow him down, and by the age of 15 he joined his brothers at the Ford Motor Company, enrolling in the Trade School in Highland Park, MI. He entered the industrial field as a tool and dye designing apprentice student. He graduated in 1928 with excellent marks and was offered a great position with Ford Motor Company in Detroit.
In 1930 Mardigian left Ford Motor Company and joined Chrysler Corporation, which allowed him to attend night classes at the Detroit Institute of Technology and Wayne State University, where he soon would earn the equivalent of a high school diploma and the training of a mechanical engineer.
By 1933 he had the knowledge, education and passion to begin an exciting and successful career. In that year, Mardigian accepted the position of Assistant Chief Tool Designer with Briggs Manufacturing Corporation. In 1934 Briggs sent Mardigian to London, England to supervise the first major tooling program at their Dagenham plant, and in 1936 he returned to the United States to head up the process and estimating department, which he would lead through the difficult and early part of the second World War.
Mardigian left Briggs in 1943 and formed a tool and die company called Oakman Engineering Co., and the following year bought a major stake in Northern Engineering Co. These two companies would later enter the production realm and become known as the Mardigian Corporation.
Family
Edward Mardigian is survived by his wife, Helen and family. He was the Uncle of Philanthropist Aram Abgarian.
Armenian Community
In 1984 Mr. Mardigian helped assure the future of the then forming Armenian Assembly of America by making a contribution to that organizations endowment fund. Helen Mardigian is a life Trustee of the Armenian Assembly of America.
Armenian Church
The Helen and Edward Mardigian Institute is a highly successful training program for educators, particularly for Sunday School teachers without a professional education background. The program helps them reach out to children by providing on-going training, inspiration, and encouragement free of charge to local Sunday School staffs across the Eastern Diocese. The program takes place bi-annually at the Diocesan Center in New York City and at the St. Nersess Armenian Seminary.
The Mardigian Institute was founded in 1978 and has trained more than 350 Sunday School educators. The program is organized by the staff of the Diocese’s Department of Youth and takes small groups of around 10 students at a time for 1 week courses which include demonstrations, lectures and discussions of Christian faith.
Along with Alex and Marie Manoogian, Edward and Helen Mardigian were major benefactors of St. John’s Armenian Church in Southfield, MI.
Academia
In 1987, Helen and Edward Mardigian donated $500,000 to the Armenian Research Center endowment and $350,000 to an endowment for the campus library. Pleased with the work of the Armenian Research Center and with the generosity of the Mardigians towards the University, which has extended beyond their original contributions, the then Chancellor of the Dearborn campus, William A. Jenkins, recommended to the President of The University of Michigan, at that time Harold Shapiro, that the University name the campus library the Edward and Helen Mardigian Library. This the Regents did the following year.
The University of Michigan In 1996, a $3 million gift from the Mardigian Foundation in honor of the late Detroit-area industrialist and philanthropist Edward Mardigian and his wife, Helen, helped in the construction of the U-M Comprehensive Cancer Center and Geriatrics Center Building. In recognition of the family foundation’s generosity, the building’s lobby was named the Edward Mardigian Memorial Lobby. “We have always believed in sharing,” Helen Mardigian said in announcing the gift. “We have always wanted to do something for the Hospital. Edward would be very pleased.”
The Royal Oak Beaumont Hospital Funded by a $1 million donation from the Edward Mardigian Family, the Mardigian Family Surgery Center at the Royal Oak Beaumont Hospital provides a comfortable and bright waiting area for family members, flooded with the warmth of daylight from the skylights above. The area features a children’s playroom and a business center with computer access and health care information. To enhance patient privacy, coaster pagers, similar to those used in restaurants, summon waiting family members to the postsurgery consultation with the surgeon.
Location of the Edward and Helen Mardigian Museum of Armenian Art and History in the Armenian Quarter of Jerusalem
Art, Culture and History
Opened in 1979, the Edward and Helen Mardigian Museum of Armenian Art and History of Jerusalem is located in a 200-year-old building that once housed the Armenian Patriarchate’s Theological Seminary, The Mardigian Museum of Armenian Art and Culture present a picturesque overview of Armenian history, religion and cultural heritage.
Exhibits include historical and religious artifacts, many brought to Jerusalem by pilgrims, including hand-woven rugs, a collection of Armenian coins, huge copper cauldrons crafted by Armenian smiths, colorful tiles from the world-famous Kutayha district, and a map of the ancient world printed in Armenian. There is also a replica of Gutenberg`s original printing press, the first to be established in Jerusalem in 1833.
Awards
The Armenian Students' Association of America awarded Mr. Mardigian the Sarafian Award for Good Citizenship in 1986.
Tuesday, August 17, 2010
Helen Mardigian has passed away
It is with great sadness that I have learned of the passing of Aunt Helen Mardigian. I was fortunate enough to have spent some time visiting with her at home and speaking with her by phone several months ago and I can honestly say she was one of a kind. It's hard to grasp everything that her and Uncle Eddie have done not only for Armenians but for Michiganders as well, but I can tell you they were very kind, caring and generous people. Aunt Helen will be missed but I have fond memories to hold on to. Astvats Hokin Lusavor
Friday, March 26, 2010
On the 30th anniversary of the passing of Rafik Ordyan by Minas Kojayian
Rafik Ordyan’s Enduring Odyssey
The GT-77 Race Car
Every time I reminisce about blooming Hollywood stars of the past, such as James Dean, I come face to face with the highly talented artist and clown who passed away before his prime, circus star of Armenia and the former Soviet Union, the late Leonid Yengibarian. I also remember an extraordinary and uniquely gifted young man from my university years in Armenia, automotive pioneer, inventor and designer Rafik Ordyan.
Rafik would have turned 61 years old this year had the medical world taken his heart condition more seriously. Having departed from this world at the tender age of 30, Rafik’s love, determination and creative talents in the field of automotive design could have earned him a well-deserved place in the Guinness Book of World Records.
In the 18th century, Rafik’s forefathers emigrated from the city of Ordubad in the Nakhijevan region to Armenia’s northeastern province of Tavush and the village of Aygedzor. Young Rafik’s keen interest in the sciences and creative arts became a driving force in his persistent efforts to gain knowledge of mechanical engineering in both the Armenian and Russian languages. In the eighth grade, with the use of objects found at home, Rafik had already created an FM radio transmitter in the compact size of a cigarette box.
At the age of 14, upon reading about a hand-crafted model truck in the Russian-language monthly journal Young Designer, Rafik vows to create his own model vehicle. Upon graduation from high school, Rafik is accepted by the cybernetics department of Yerevan’s Polytechnic University. Prior to his enrollment exams, however, Rafik had already designed and built his first automobile, and Armenia’s first ever convertible car.
Rafik was a special student. During his university years, Rafik’s interest in the field of physics propelled him to dream of defending his Master of Science thesis in the physics “capital” of the Soviet Union, the city of Dubna. During his graduating year at the university, he devotes himself to the initial preparation of a blueprint for his dream car. Rafik’s hard work and tenacity in building his dream car comes to fruition six years later.
Rafik the inventor had to start everything from scratch. During the process of building his famous GT-77 race car, Rafik’s hands as well as personal connections were put to good use in his quest to find accurate automotive parts. Despite working for the Transportation Ministry of the USSR, Rafik spent his non-working hours at the ministry by going through great lengths to find, inspect, modify, and incorporate correct and dependable automotive parts for his GT-77. When interviewed, Rafik stated that he had “one purpose… to create a contemporary and unique automobile, which would be distinctly different than any other automobile.” Specifically, Rafik incorporated a Skoda 1202 47HP engine manufactured in Czechoslovakia, and a Moskvich 412 gearbox. In June 1977, all of Yerevan was raving about Rafik Ordyan’s orange GT-77 race car.
August 6, 1977 was a special day in the life of Rafik Ordyan. The USSR’s Grand Prix was set to begin in Moscow. Over 2000 automobiles and their drivers, including Rafik and his GT-77, participated in this event. A number of scholarly journals and publications throughout the Soviet Union, in addition to prominent scientific institutions, the Zaporozhets factory in Ukraine and the YERAZ factory (Yerevan Automotive Factory) in the Kanaker district of Yerevan all expressed serious interest in Rafik’s creative prowess. The Grand Prix commenced in Moscow’s Gorky Park, en route 2500 miles to the Black Sea port of Sevastopol in the Crimea. Among 2000 participants, Rafik Ordyan became the champion of the Grand Prix, earning several accolades and worthy attention throughout the Soviet Union, and bringing pride to his native Armenia. Thanks to Soviet newspapers and television, over 250 million people familiarized themselves with the young Armenian inventor and his “baby”, the GT-77.
Rafik was a rising star with a promising future ahead of him, who would have brought pride to any nation. Sadly, his life was cut short at the age of 30, due to a heart condition which could have been properly treated had he undergone the correct medical procedures. Rafik Ordyan passed away on May 31, 1979 in Moscow.
The Armenian nation never forgot her native son. Due to the efforts of Rafik’s friends and admirers, the annual Ordyan Prize was established in recognition of an inventor who has built the best automobile by hand. On the occasion of the 30th anniversary of Rafik’s passing, a decision was made by the Ordyan family to restore the GT-77 race car, in addition to publicly exhibiting a collection of Rafik’s photographs, trophies and medals, letters, and the designs of his automobiles.
Written by Minas Kojayan
Translated from Western Armenian by Mihran Toumajan
The GT-77 Race Car
Every time I reminisce about blooming Hollywood stars of the past, such as James Dean, I come face to face with the highly talented artist and clown who passed away before his prime, circus star of Armenia and the former Soviet Union, the late Leonid Yengibarian. I also remember an extraordinary and uniquely gifted young man from my university years in Armenia, automotive pioneer, inventor and designer Rafik Ordyan.
Rafik would have turned 61 years old this year had the medical world taken his heart condition more seriously. Having departed from this world at the tender age of 30, Rafik’s love, determination and creative talents in the field of automotive design could have earned him a well-deserved place in the Guinness Book of World Records.
In the 18th century, Rafik’s forefathers emigrated from the city of Ordubad in the Nakhijevan region to Armenia’s northeastern province of Tavush and the village of Aygedzor. Young Rafik’s keen interest in the sciences and creative arts became a driving force in his persistent efforts to gain knowledge of mechanical engineering in both the Armenian and Russian languages. In the eighth grade, with the use of objects found at home, Rafik had already created an FM radio transmitter in the compact size of a cigarette box.
At the age of 14, upon reading about a hand-crafted model truck in the Russian-language monthly journal Young Designer, Rafik vows to create his own model vehicle. Upon graduation from high school, Rafik is accepted by the cybernetics department of Yerevan’s Polytechnic University. Prior to his enrollment exams, however, Rafik had already designed and built his first automobile, and Armenia’s first ever convertible car.
Rafik was a special student. During his university years, Rafik’s interest in the field of physics propelled him to dream of defending his Master of Science thesis in the physics “capital” of the Soviet Union, the city of Dubna. During his graduating year at the university, he devotes himself to the initial preparation of a blueprint for his dream car. Rafik’s hard work and tenacity in building his dream car comes to fruition six years later.
Rafik the inventor had to start everything from scratch. During the process of building his famous GT-77 race car, Rafik’s hands as well as personal connections were put to good use in his quest to find accurate automotive parts. Despite working for the Transportation Ministry of the USSR, Rafik spent his non-working hours at the ministry by going through great lengths to find, inspect, modify, and incorporate correct and dependable automotive parts for his GT-77. When interviewed, Rafik stated that he had “one purpose… to create a contemporary and unique automobile, which would be distinctly different than any other automobile.” Specifically, Rafik incorporated a Skoda 1202 47HP engine manufactured in Czechoslovakia, and a Moskvich 412 gearbox. In June 1977, all of Yerevan was raving about Rafik Ordyan’s orange GT-77 race car.
August 6, 1977 was a special day in the life of Rafik Ordyan. The USSR’s Grand Prix was set to begin in Moscow. Over 2000 automobiles and their drivers, including Rafik and his GT-77, participated in this event. A number of scholarly journals and publications throughout the Soviet Union, in addition to prominent scientific institutions, the Zaporozhets factory in Ukraine and the YERAZ factory (Yerevan Automotive Factory) in the Kanaker district of Yerevan all expressed serious interest in Rafik’s creative prowess. The Grand Prix commenced in Moscow’s Gorky Park, en route 2500 miles to the Black Sea port of Sevastopol in the Crimea. Among 2000 participants, Rafik Ordyan became the champion of the Grand Prix, earning several accolades and worthy attention throughout the Soviet Union, and bringing pride to his native Armenia. Thanks to Soviet newspapers and television, over 250 million people familiarized themselves with the young Armenian inventor and his “baby”, the GT-77.
Rafik was a rising star with a promising future ahead of him, who would have brought pride to any nation. Sadly, his life was cut short at the age of 30, due to a heart condition which could have been properly treated had he undergone the correct medical procedures. Rafik Ordyan passed away on May 31, 1979 in Moscow.
The Armenian nation never forgot her native son. Due to the efforts of Rafik’s friends and admirers, the annual Ordyan Prize was established in recognition of an inventor who has built the best automobile by hand. On the occasion of the 30th anniversary of Rafik’s passing, a decision was made by the Ordyan family to restore the GT-77 race car, in addition to publicly exhibiting a collection of Rafik’s photographs, trophies and medals, letters, and the designs of his automobiles.
Written by Minas Kojayan
Translated from Western Armenian by Mihran Toumajan
Wednesday, May 27, 2009
Rafik Ordyan garage restoration progressing
Beginning in May of 2009, as part of the events commemorating the 30th year since the passing of 1977 Soviet Grand Prix winner Rafik Ordyan, volunteers from the United States as well as Armenia undertook a project to renovate the Rafik Ordyan garage in Yerevan. The garage serves as the current storage location for the handcrafted GT-77, and had a leaky roof, dirt floor and holes in the garage door. The project elements included leveling the ground and installing a 10cm thick (5cm is standard in Armenia) concrete garage floor, a brand new custom garage door, a new concrete roof with weather shield and a much needed ventilation duct, and infrastructure to allow the addition of electricity in a later phase of the project. The project's early steps have been completed including the door and floor and sealing of the inside of the garage (to reduce moisture levels and mold which are very harmful to the vehicle). The first layer of the roof has been completed and is waiting for the weather sealant to be applied so that another layer of cement can be added on top.
We will keep you posted as our work progresses. Thank you for your support!
Wednesday, May 13, 2009
Rafik Ordyan page on Armeniapedia!
Dear Readers,
Please check out the page I recently finished about Rafik Ordyan on Armeniapedia. This guy was a legend!
Winner of the USSR Grand Prix
Rafik Ordyan
Rafik Ordyan (Armenian: Ռաֆիկ Օրդյան; Russian: Рафик Ордян; September 25, 1948 – May 31, 1979) was a Soviet-Armenian engineer and handcrafter of automobiles, who designed and built the GT-77 race car which went on to capture 1st place in the 1977 Soviet Grand Prix.
Early Life
Rafik Ordyan was born in Berd, located in the Tavush region of Armenia to notable painter Sarkis Ordyan and Arevhat Grigoryan. The origin of the Ordyan family was in Ordubad in Armenian Nakhijevan, hence the surname Ordyan, in the 18th century Rafik’s ancestors settled in Aigedzor, in Tavush province.
As a young boy Rafik absolutely loved to read, and could be found immersed in a journal or book almost always. He was particularly fascinated with science and technology, and like many Soviet boys adored reading “Юный техник” (“Young Engineer”), a publication comparable to the style and popularity of “American Boy” (later “Boy’s Life”) in the U.S. Other magazines of which he was a fan included “Техника молодежи” (“Technology of the Youth”), and “Знание – сила” (“Knowledge – Power”). He was also interested in boxing and was involved in a local boxing club in Yerevan, to which he would go with his friends several days a week.
In the eighth grade Rafik had figured out how to build an FM radio from scratch, and with common household products. He produced a number of the gadgets and passed them out to family and friends. They were about the size of a pack of cigarettes.
By the age of fourteen his love for engineering and specifically his love for cars was born with a single publication. While reading the journal "Young Engineer", he discovered a vehicle known as the “Юный сибиряк – 62” (“Young Siberian - 62"), a cab-forward, mid-engine light truck, and quickly became obsessed with the idea of building his own hand-made car one day.
While in the tenth grade Rafik partially realized his dream, building a vehicle called a “Buggy-model” which was a convertible and besides being handmade, was the first vehicle of its type in Armenia. [1] After completion the vehicle was donated to friends of his in Berd and having gained valuable hands-on engineering, design and fabrication experience he was ready for his dream car.
Rafik’s attraction to technology led him to the Department of Cybernetics at Yerevan Polytechnic Institute where he was an excellent student who was captivated by physics and dreamt about defending his Master’s thesis in Dubna, the capital of Soviet Physicists. During the final year of his studies Rafik began to design his car, the completion of which would take him six long years. His childhood dream was now becoming a reality.
While in the tenth grade Rafik partially realized his dream, building a vehicle called a “Buggy-model” which was a convertible and besides being handmade, was the first vehicle of its type in Armenia. After completion the vehicle was donated to friends of his in Berd and having gained valuable hands-on engineering, design and fabrication experience he was ready for his dream car.
Rafik’s attraction to technology led him to the Department of Cybernetics at Yerevan Polytechnic Institute where he was an excellent student who was captivated by physics and dreamt about defending his Master’s thesis in Dubna, the capital of Soviet Physicists. During the final year of his studies Rafik began to design his car, the completion of which would take him six long years. His childhood dream was now becoming a reality.
While in the tenth grade Rafik partially realized his dream, building a vehicle called a “Buggy-model” which was a convertible and besides being handmade, was the first vehicle of its type in Armenia. [1] After completion the vehicle was donated to friends of his in Berd and having gained valuable hands-on engineering, design and fabrication experience he was ready for his dream car.
Rafik’s attraction to technology led him to the Department of Cybernetics at Yerevan Polytechnic Institute where he was an excellent student who was captivated by physics and dreamt about defending his Master’s thesis in Dubna, the capital of Soviet Physicists. During the final year of his studies Rafik began to design his car, the completion of which would take him six long years. His childhood dream was now becoming a reality.
While in the tenth grade Rafik partially realized his dream, building a vehicle called a “Buggy-model” which was a convertible and besides being handmade, was the first vehicle of its type in Armenia. After completion the vehicle was donated to friends of his in Berd and having gained valuable hands-on engineering, design and fabrication experience he was ready for his dream car.
Rafik’s attraction to technology led him to the Department of Cybernetics at Yerevan Polytechnic Institute where he was an excellent student who was captivated by physics and dreamt about defending his Master’s thesis in Dubna, the capital of Soviet Physicists. During the final year of his studies Rafik began to design his car, the completion of which would take him six long years. His childhood dream was now becoming a reality.
Career and the GT-77
By 1971, the design and construction of the GT-77 were in their beginning stages, and Rafik was experiencing first hand the difficulties of building a car with one’s own hands and from an image in the back of one’s mind. This undertaking proved to him that it takes much more than the knowledge of an engineer, he had to become a smith, welder, plumber and even a chemist also. Once construction had begun, Rafik chose the basement of his home in Arabkir district’s “Kanaker GES” neighborhood as his workshop, down one flight of stairs from his first floor home. It was dark, dusty and had a low ceiling at about 7ft., which for Rafik who was well over 6ft. tall, was uncomfortable to say the least.
In 1973 Rafik went to work for the Soviet Ministry of Transportation (КТБ) in their “experimental department”. Shortly thereafter he was promoted to Engineer, and eventually Lead Engineer. All his time outside of work was dedicated to the car, it took days, months, and years. The doors alone took 6 months to perfect. “I had one goal” he said in a 1978 interview, “to create a modern and original car, that is distinct from all others”. His friends and relatives tried to talk him out of it, believing his strength and patience did not suffice, but he proved them wrong, and they gladly joined him in his endeavor. His friends and colleagues would often be in his shop offering a hand where needed.
The car began taking shape and though almost entirely handmade, included a 47HP engine from a Czechoslovakian Škoda 1202, and steering gearbox and rear-end from a Soviet Moskvitch 412, which were allowed by the rules of the Grand Prix. The rest of the car, including the frame had to be, and was built custom by Ordyan. He even handmade and threaded his own nuts and bolts for the project. The trunk space, placement of instruments and plush interior added to it’s appeal while placement of engine, low center of gravity and an all-fiberglass body were defining characteristics of the final product.
On July 5, 1975 he married Emma Mailyan with whom he would have two children, world-renowned videographer Arman Ordyan was born in 1977 and Arevik Avedian in 1978. They had met first at the Department of Cybernetics where Emma was also a student, and ironically both later worked as Engineers for KTB. After their marriage Emma would put a great deal of support behind the project, and recalled picking up the sandpaper when it came time to smooth out the fiberglass body whose joints, when finished looked like what was later described by a reporter as “perfect”.
In June of 1977 the GT-77 saw the light of day for the first time and took Yerevan by storm. Wherever it appeared this bright orange car which boasted one of the lowest profiles (only 1.05 meters, or 3’ 5”) in the world at the time, attracted crowds of people who marveled at it’s unusual shape and meticulous equipment. But aerodynamics aside, the mere presence of a car with upward opening gull-wing doors and automatic hidden headlights, which would reveal themselves when the ignition was turned on captivated the Yerevanian public. Their reaction to his handmade creation assured Rafik of the success of the car and it’s ability to win in the upcoming Grand Prix.
Grand Prix
Rafik Ordyan (holding open the door) is presenting the GT-77 to Edward Gierek, leader of the Communist party of Poland and Vladimir Kirilin, Chairman of the State Committee for Science and Technology of Poland. Moscow 1977
On August 6, 1977 the Soviet Grand Prix began in Moscow. The event, was also known as Vsesovetskaya Vistavka Nauchno Tekhnicheskogo Tvorchestva Molodyezhi or All-Union Exhibition of Science and Technical Creativity of the Youth and was often abbreviated as НТТМ-77. The Journal “Armenia Today” set the number of vehicles entered in the competition at 2000. The panel of judges consisted of representatives from ЦК ВЛКСМ (Vsesoyuzny Leninskiy Kommunisticheskiy Soyuz Molodyozhi or Central Committee All-Union Leninist Young Communist League) or later Komsomol, Technika Molodyozhi magazine, ГАИ (Guyee or Soviet State Automobile Inspectorate) and others. In the first round of eliminations the vehicles, representing 11 Soviet Republics were judged based on technical and aesthetic aspects of construction including simplicity and reliability of construction and originality and creativity of design. If the vehicles were not hand-built meeting the guidelines for entry they were eliminated. Including Rafik, about 35 of the highest caliber vehicles were chosen to move on to the final round.
Spectators noticed during the exhibition that a group of designers from the Ukranian Zaporozhets Automobile Factory were making notes of many aspects of the GT-77 but had specifically marveled at the successful arrangement of instruments in the cockpit of the vehicle. Specialists from the Yerevan Automobile Factory were also in attendance and showed great interest in the fiberglass body of the GT-77, said Ordyan “even production specialists can learn something from amateurs”. They would later collaborate with Rafik on fiberglass prototypes for an electric vehicle back in Yerevan.
The next and final round of the competition began in Moscow’s Gorky Park. They would drive their vehicles from Moscow to the Crimean Port city of Sevastopol, a distance of around 2,500 miles. Along the way the caravan stopped in numerous cities and held exhibitions in city squares. The vehicles were subjected to further tests, including turning radius and even testing vehicle strength by having a person stand on top of them. During the trip a large truck coming in their direction veered towards them and narrowly missed crushing Rafik and his car. By the time they reached Sevastopol Rafik was named “Laureate” of the Soviet Grand Prix and presented with metals and a high-end camera as a prize. From his win in Sevastopol he returned to Yerevan.
In the summer of 1978 Ordyan was invited to return to НТТМ -78 as the previous year’s winner of the Grand Prix. That year 10,000 vehicles were estimated to have entered in the competition, and Rafik spent 2 months abroad proudly displaying the incumbent vehicle.
Tragedy
Not long after capturing the Grand Prix title, Rafik was battling a life-threatening heart condition. One of the best heart doctors in Armenia diagnosed him with a treatable heart condition. Yet other specialists in Moscow insisted otherwise, and prescribed him medications that he was said to have told relatives were killing him. On May 31, 1979 in Moscow’s Botkin Hospital Rafik Ordyan died at the young age of 30. During the autopsy it was discovered that the original diagnosis had been correct. Rafik is buried next to his mother in the cemetery of Navur in the mountains overlooking Berd.
Rebirth
The impact of Rafik Ordyan’s victory in the 1977 Soviet Grand Prix was significant in Armenia. The Yerevan Automobile Factory had planned to mass-produce Ordyan’s GT-77 in Armenia for the Soviet market but decided to scrap the plans after his death. Shortly thereafter the Armenian Autolover’s Club Հայաստանի Ավտոսիրողների Ակումբ was established in Yerevan and membership grew as Rafik’s friends, colleagues and fans carried on the tradition in his memory. After the Soviet collapse, the use and legal ownership of precious metals in the newly independent Republic of Armenia gave way to the creation of a handmade memorial plaque which is given out every year by the Car Club to the best handmade car of the year. The plaque features a center relief of the GT-77 with the name “Ordyan, R.S.” at the bottom. The GT-77 still exists and is part of the Ordyan family collection in Yerevan. As part of the 30th anniversary of the passing of it’s creator a restoration will commence in May of 2009.
Please check out the page I recently finished about Rafik Ordyan on Armeniapedia. This guy was a legend!
Winner of the USSR Grand Prix
Rafik Ordyan
Rafik Ordyan (Armenian: Ռաֆիկ Օրդյան; Russian: Рафик Ордян; September 25, 1948 – May 31, 1979) was a Soviet-Armenian engineer and handcrafter of automobiles, who designed and built the GT-77 race car which went on to capture 1st place in the 1977 Soviet Grand Prix.
Early Life
Rafik Ordyan was born in Berd, located in the Tavush region of Armenia to notable painter Sarkis Ordyan and Arevhat Grigoryan. The origin of the Ordyan family was in Ordubad in Armenian Nakhijevan, hence the surname Ordyan, in the 18th century Rafik’s ancestors settled in Aigedzor, in Tavush province.
As a young boy Rafik absolutely loved to read, and could be found immersed in a journal or book almost always. He was particularly fascinated with science and technology, and like many Soviet boys adored reading “Юный техник” (“Young Engineer”), a publication comparable to the style and popularity of “American Boy” (later “Boy’s Life”) in the U.S. Other magazines of which he was a fan included “Техника молодежи” (“Technology of the Youth”), and “Знание – сила” (“Knowledge – Power”). He was also interested in boxing and was involved in a local boxing club in Yerevan, to which he would go with his friends several days a week.
In the eighth grade Rafik had figured out how to build an FM radio from scratch, and with common household products. He produced a number of the gadgets and passed them out to family and friends. They were about the size of a pack of cigarettes.
By the age of fourteen his love for engineering and specifically his love for cars was born with a single publication. While reading the journal "Young Engineer", he discovered a vehicle known as the “Юный сибиряк – 62” (“Young Siberian - 62"), a cab-forward, mid-engine light truck, and quickly became obsessed with the idea of building his own hand-made car one day.
While in the tenth grade Rafik partially realized his dream, building a vehicle called a “Buggy-model” which was a convertible and besides being handmade, was the first vehicle of its type in Armenia. [1] After completion the vehicle was donated to friends of his in Berd and having gained valuable hands-on engineering, design and fabrication experience he was ready for his dream car.
Rafik’s attraction to technology led him to the Department of Cybernetics at Yerevan Polytechnic Institute where he was an excellent student who was captivated by physics and dreamt about defending his Master’s thesis in Dubna, the capital of Soviet Physicists. During the final year of his studies Rafik began to design his car, the completion of which would take him six long years. His childhood dream was now becoming a reality.
While in the tenth grade Rafik partially realized his dream, building a vehicle called a “Buggy-model” which was a convertible and besides being handmade, was the first vehicle of its type in Armenia. After completion the vehicle was donated to friends of his in Berd and having gained valuable hands-on engineering, design and fabrication experience he was ready for his dream car.
Rafik’s attraction to technology led him to the Department of Cybernetics at Yerevan Polytechnic Institute where he was an excellent student who was captivated by physics and dreamt about defending his Master’s thesis in Dubna, the capital of Soviet Physicists. During the final year of his studies Rafik began to design his car, the completion of which would take him six long years. His childhood dream was now becoming a reality.
While in the tenth grade Rafik partially realized his dream, building a vehicle called a “Buggy-model” which was a convertible and besides being handmade, was the first vehicle of its type in Armenia. [1] After completion the vehicle was donated to friends of his in Berd and having gained valuable hands-on engineering, design and fabrication experience he was ready for his dream car.
Rafik’s attraction to technology led him to the Department of Cybernetics at Yerevan Polytechnic Institute where he was an excellent student who was captivated by physics and dreamt about defending his Master’s thesis in Dubna, the capital of Soviet Physicists. During the final year of his studies Rafik began to design his car, the completion of which would take him six long years. His childhood dream was now becoming a reality.
While in the tenth grade Rafik partially realized his dream, building a vehicle called a “Buggy-model” which was a convertible and besides being handmade, was the first vehicle of its type in Armenia. After completion the vehicle was donated to friends of his in Berd and having gained valuable hands-on engineering, design and fabrication experience he was ready for his dream car.
Rafik’s attraction to technology led him to the Department of Cybernetics at Yerevan Polytechnic Institute where he was an excellent student who was captivated by physics and dreamt about defending his Master’s thesis in Dubna, the capital of Soviet Physicists. During the final year of his studies Rafik began to design his car, the completion of which would take him six long years. His childhood dream was now becoming a reality.
Career and the GT-77
By 1971, the design and construction of the GT-77 were in their beginning stages, and Rafik was experiencing first hand the difficulties of building a car with one’s own hands and from an image in the back of one’s mind. This undertaking proved to him that it takes much more than the knowledge of an engineer, he had to become a smith, welder, plumber and even a chemist also. Once construction had begun, Rafik chose the basement of his home in Arabkir district’s “Kanaker GES” neighborhood as his workshop, down one flight of stairs from his first floor home. It was dark, dusty and had a low ceiling at about 7ft., which for Rafik who was well over 6ft. tall, was uncomfortable to say the least.
In 1973 Rafik went to work for the Soviet Ministry of Transportation (КТБ) in their “experimental department”. Shortly thereafter he was promoted to Engineer, and eventually Lead Engineer. All his time outside of work was dedicated to the car, it took days, months, and years. The doors alone took 6 months to perfect. “I had one goal” he said in a 1978 interview, “to create a modern and original car, that is distinct from all others”. His friends and relatives tried to talk him out of it, believing his strength and patience did not suffice, but he proved them wrong, and they gladly joined him in his endeavor. His friends and colleagues would often be in his shop offering a hand where needed.
The car began taking shape and though almost entirely handmade, included a 47HP engine from a Czechoslovakian Škoda 1202, and steering gearbox and rear-end from a Soviet Moskvitch 412, which were allowed by the rules of the Grand Prix. The rest of the car, including the frame had to be, and was built custom by Ordyan. He even handmade and threaded his own nuts and bolts for the project. The trunk space, placement of instruments and plush interior added to it’s appeal while placement of engine, low center of gravity and an all-fiberglass body were defining characteristics of the final product.
On July 5, 1975 he married Emma Mailyan with whom he would have two children, world-renowned videographer Arman Ordyan was born in 1977 and Arevik Avedian in 1978. They had met first at the Department of Cybernetics where Emma was also a student, and ironically both later worked as Engineers for KTB. After their marriage Emma would put a great deal of support behind the project, and recalled picking up the sandpaper when it came time to smooth out the fiberglass body whose joints, when finished looked like what was later described by a reporter as “perfect”.
In June of 1977 the GT-77 saw the light of day for the first time and took Yerevan by storm. Wherever it appeared this bright orange car which boasted one of the lowest profiles (only 1.05 meters, or 3’ 5”) in the world at the time, attracted crowds of people who marveled at it’s unusual shape and meticulous equipment. But aerodynamics aside, the mere presence of a car with upward opening gull-wing doors and automatic hidden headlights, which would reveal themselves when the ignition was turned on captivated the Yerevanian public. Their reaction to his handmade creation assured Rafik of the success of the car and it’s ability to win in the upcoming Grand Prix.
Grand Prix
Rafik Ordyan (holding open the door) is presenting the GT-77 to Edward Gierek, leader of the Communist party of Poland and Vladimir Kirilin, Chairman of the State Committee for Science and Technology of Poland. Moscow 1977
On August 6, 1977 the Soviet Grand Prix began in Moscow. The event, was also known as Vsesovetskaya Vistavka Nauchno Tekhnicheskogo Tvorchestva Molodyezhi or All-Union Exhibition of Science and Technical Creativity of the Youth and was often abbreviated as НТТМ-77. The Journal “Armenia Today” set the number of vehicles entered in the competition at 2000. The panel of judges consisted of representatives from ЦК ВЛКСМ (Vsesoyuzny Leninskiy Kommunisticheskiy Soyuz Molodyozhi or Central Committee All-Union Leninist Young Communist League) or later Komsomol, Technika Molodyozhi magazine, ГАИ (Guyee or Soviet State Automobile Inspectorate) and others. In the first round of eliminations the vehicles, representing 11 Soviet Republics were judged based on technical and aesthetic aspects of construction including simplicity and reliability of construction and originality and creativity of design. If the vehicles were not hand-built meeting the guidelines for entry they were eliminated. Including Rafik, about 35 of the highest caliber vehicles were chosen to move on to the final round.
Spectators noticed during the exhibition that a group of designers from the Ukranian Zaporozhets Automobile Factory were making notes of many aspects of the GT-77 but had specifically marveled at the successful arrangement of instruments in the cockpit of the vehicle. Specialists from the Yerevan Automobile Factory were also in attendance and showed great interest in the fiberglass body of the GT-77, said Ordyan “even production specialists can learn something from amateurs”. They would later collaborate with Rafik on fiberglass prototypes for an electric vehicle back in Yerevan.
The next and final round of the competition began in Moscow’s Gorky Park. They would drive their vehicles from Moscow to the Crimean Port city of Sevastopol, a distance of around 2,500 miles. Along the way the caravan stopped in numerous cities and held exhibitions in city squares. The vehicles were subjected to further tests, including turning radius and even testing vehicle strength by having a person stand on top of them. During the trip a large truck coming in their direction veered towards them and narrowly missed crushing Rafik and his car. By the time they reached Sevastopol Rafik was named “Laureate” of the Soviet Grand Prix and presented with metals and a high-end camera as a prize. From his win in Sevastopol he returned to Yerevan.
In the summer of 1978 Ordyan was invited to return to НТТМ -78 as the previous year’s winner of the Grand Prix. That year 10,000 vehicles were estimated to have entered in the competition, and Rafik spent 2 months abroad proudly displaying the incumbent vehicle.
Tragedy
Not long after capturing the Grand Prix title, Rafik was battling a life-threatening heart condition. One of the best heart doctors in Armenia diagnosed him with a treatable heart condition. Yet other specialists in Moscow insisted otherwise, and prescribed him medications that he was said to have told relatives were killing him. On May 31, 1979 in Moscow’s Botkin Hospital Rafik Ordyan died at the young age of 30. During the autopsy it was discovered that the original diagnosis had been correct. Rafik is buried next to his mother in the cemetery of Navur in the mountains overlooking Berd.
Rebirth
The impact of Rafik Ordyan’s victory in the 1977 Soviet Grand Prix was significant in Armenia. The Yerevan Automobile Factory had planned to mass-produce Ordyan’s GT-77 in Armenia for the Soviet market but decided to scrap the plans after his death. Shortly thereafter the Armenian Autolover’s Club Հայաստանի Ավտոսիրողների Ակումբ was established in Yerevan and membership grew as Rafik’s friends, colleagues and fans carried on the tradition in his memory. After the Soviet collapse, the use and legal ownership of precious metals in the newly independent Republic of Armenia gave way to the creation of a handmade memorial plaque which is given out every year by the Car Club to the best handmade car of the year. The plaque features a center relief of the GT-77 with the name “Ordyan, R.S.” at the bottom. The GT-77 still exists and is part of the Ordyan family collection in Yerevan. As part of the 30th anniversary of the passing of it’s creator a restoration will commence in May of 2009.
Saturday, November 17, 2007
Oh to miss...
Well, it's going on 6 months since I last saw my daughter. She a little over 1 year old when my wife and I left her in Yerevan with my in-laws. Words obviously cannot describe how much I miss her, and most parents simply cannot and do not understand why we "left her there". I just wanted to write about the good and bad of this experience, so I hope you enjoy reading.
The Bad: I remember clearly, it was very early on the morning of June 5, 2007 when I last saw my daughter. We had been packing our luggage all night, well at least my wife had. I had been sick and wasn't really able to help too much. We knew the next few minutes could very well have been the hardest of our lives. My daughter Ani was sleeping in her crib next to the bed from which I had recently awoken. My wife and I were both hating and yet trying to cherish every last second with our baby. The hardest part was knowing that Ani lay sleeping, dreaming in a far away place, not realizing that the two people who had spent every second at her side were about to travel no less than 7,500 miles away from her. It's hard even now to describe it without wanting to cry all over again. But I just remember holding her precious little hand and crying, wondering if she would miss me during the many months of separation, and if she'd even remember me when we were reunited, and when that would be?
It may sound funny, but I just remember Aerosmith's "I don't want to miss a thing" playing over and over again in my head at that moment - and does every time I recall those last moments with my daughter. I think the song is more about a man and a woman in love, but trust me it's a tear-jerker for me.
My wife and I cried together over the peaceful shadow of our sleeping daughter and then, as difficult as it was - we left for the airport without looking back. Oh, it may sound like it was a walk in the park, but I assure you I remember it being like someone knocked the wind out of me. I felt, empty, breathless, and miserable for a long time.
The Good: Something good had to come out of the difficulty of being without our daughter for 6 months. There is one general theme to this situation that makes me happy. I grew up without a culture, and I felt that emptiness growing up. So by allowing my daughter to spend the earliest times of her life in her motherland, I'm giving her something that was robbed from me, from my family. I pray these moments, these memories will not be lost on her, I pray they stick with her throughout her life and fill her with warmth, love and happiness, and most of all always remain with her as fond memories of a sense of home. For this, our tears will have paid a legitimate price, our feelings of emptiness filled with the satisfaction of purpose. Our daughter will not have left our home - we're the ones that left home.
May God grant us the strength to continue this until our daughter is in our arms again...
The Bad: I remember clearly, it was very early on the morning of June 5, 2007 when I last saw my daughter. We had been packing our luggage all night, well at least my wife had. I had been sick and wasn't really able to help too much. We knew the next few minutes could very well have been the hardest of our lives. My daughter Ani was sleeping in her crib next to the bed from which I had recently awoken. My wife and I were both hating and yet trying to cherish every last second with our baby. The hardest part was knowing that Ani lay sleeping, dreaming in a far away place, not realizing that the two people who had spent every second at her side were about to travel no less than 7,500 miles away from her. It's hard even now to describe it without wanting to cry all over again. But I just remember holding her precious little hand and crying, wondering if she would miss me during the many months of separation, and if she'd even remember me when we were reunited, and when that would be?
It may sound funny, but I just remember Aerosmith's "I don't want to miss a thing" playing over and over again in my head at that moment - and does every time I recall those last moments with my daughter. I think the song is more about a man and a woman in love, but trust me it's a tear-jerker for me.
My wife and I cried together over the peaceful shadow of our sleeping daughter and then, as difficult as it was - we left for the airport without looking back. Oh, it may sound like it was a walk in the park, but I assure you I remember it being like someone knocked the wind out of me. I felt, empty, breathless, and miserable for a long time.
The Good: Something good had to come out of the difficulty of being without our daughter for 6 months. There is one general theme to this situation that makes me happy. I grew up without a culture, and I felt that emptiness growing up. So by allowing my daughter to spend the earliest times of her life in her motherland, I'm giving her something that was robbed from me, from my family. I pray these moments, these memories will not be lost on her, I pray they stick with her throughout her life and fill her with warmth, love and happiness, and most of all always remain with her as fond memories of a sense of home. For this, our tears will have paid a legitimate price, our feelings of emptiness filled with the satisfaction of purpose. Our daughter will not have left our home - we're the ones that left home.
May God grant us the strength to continue this until our daughter is in our arms again...
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