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The gold-cloaked Smile spacecraft in the Maxwell Test Chamber at Europe’s largest satellite test facility, ESTEC as part of its ‘space environment testing’ phase.
The Maxwell chamber’s 9 m-high walls, lined with foam spikes, absorb signals and sound, mimicking the void of space. Once its main door is sealed, Maxwell’s metal walls form a ‘Faraday Cage’, screening out all external electromagnetic signals.
In this image, we see engineers from ESA, the Chinese Academy of Sciences, and European Test Services preparing Smile for electromagnetic compatibility testing.
Like most spacecraft, Smile is very sensitive. It is designed to pick up very weak magnetic field signals, whilst transmitting a lot of data down to Earth with high-power antennas. Engineers use electromagnetic compatibility tests to check that the spacecraft works well when all its electronics are switched on, making sure that there is no ‘crosstalk’ between them.
Another important part of the electromagnetic compatibility tests is to make sure that Smile is safe to launch inside the Vega-C rocket that will take it to space. The rocket and its associated ground systems also carry lots of electronics; we need to be sure that they are not disturbed by Smile, and vice versa.
During the space environment testing phase, engineers are taking Smile through tough checks, needing it to pass with flying colours before being allowed out on its own. Other tests include making sure that the entire system can operate properly in the vacuum of space, that its solar arrays will unfold correctly after launch, and that the violent launch won’t shake the spacecraft apart.
Smile (the Solar wind Magnetosphere Ionosphere Link Explorer) is a collaboration between the European Space Agency (ESA) and the Chinese Academy of Sciences (CAS).
[Image description: A spacecraft inside an anechoic chamber, which is used for testing purposes. The spacecraft is covered in gold-coloured thermal insulation and has several solar panels on its top section. There are three people in white lab coats and hairnets standing around the spacecraft, likely engineers or technicians conducting tests or inspections. The chamber walls are lined with blue pyramid-shaped foam to absorb sound waves and electromagnetic radiation, ensuring accurate testing conditions. The date ‘24 03 2025’ is visible in the bottom right corner of the image.]
Credits: ESA–M. Roos
Mastering the art of Photographic Manipulation, there are many levels of challenging degrees of the ending results, here today I found one of my first attempts of combining two photographs, the two separate photo's are the Motorcycle and all the rest of a photo shot of views of Albuquerque New Mexico. finding compatibility of lighting, resolution, depth of field, clarity, or better still enhancing the end photograph to be accepted as possible. some have even envisioned what has been changed, most that are convinced, even offer what they perceive to have been changed. this offers the second attempt to further make changes, however, in many cases, people choose to believe all photographs , to be manipulated, when in actuality, they are not. Vision is a part of capturing the moment, Real to the ability of learning to use the tool called camera, in this case also an artist can bring the details to light, compatibility. of the possibilities, even considering Illusion. the original called Party at Gil's tonight. Hope you Enjoy the efforts and presentation. Imagination at work ! I'm preparing my winter projects. that is as found out when my artistic interest is the greatest. the short days, long nights, I play or entertain my interest which aligns with old photo, restorations. Smiling is the share part ! most of all Enjoy the moment ! paul
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PERIYAR E.V.RAMASAMY and WOMEN RIGHTS
With regards to marriage, Periyar has stated that it is one of the worst customs in India. He claimed that the marriage principle, briefly, involves the enslavement of a woman by her husband and nothing else. This enslavement is concealed under the cover of marriage rites to deceive the women concerned by giving the wedding the false name of a divine function.[7]
There have been numerous papers in South India reporting how husbands have killed their wives, suspecting immoral behavior. The husband's suspicion of his wife's character has often led to murders. Those who believe in the divine dispensation, according to Periyar, do not have the knowledge to ask themselves why marriages conducted according to religious rites and the approval of God end in this fashion.[7]
Periyar further states that the very idea that the only proper thing for women to do is to be slaves of domesticity, bear children and bring them up, is a faulty one. As long as these restrictions are imposed on women, we can be sure that women have to be subservient to men and depend on men for help. If women have to live on terms of equality with men, they must have the liberty, like men, to have the kind of education they like and also to do unhampered, any work suitable to their knowledge, ability and taste.[8]
Furthermore, Periyar objected to terms like "giving of a maid" and "given in marriage". They are, "Sanskrit terms" and treat woman as a thing. He advocated the substitution of the word for marriage taken from the Tirukkual "Valkai thunai" or "life partner".[9]
Expenses[edit]
With marriage comes the expenses. Periyar stated that in our country, and particularly in Hindu society, a marriage is a function causing a lot of difficulties and waste to all people concerned. But those who conduct the marriage function and those who are getting married do not appear to notice the attendant difficulties because they think that social life necessitates wasteful expense and many difficulties and therefore they must necessarily face those inconveniences and hardships.[10]
Wedding feast, jewels, expensive clothes, procession, pandal, dance, music—money is spent on all these to satisfy the vanity of the organizers. Whatever may be the amount of money spent on the wedding and however pompous each of the items may be, the mirth and jollity associated with these are over in two or three days. In a week's time the prestige and honor connected with these are forgotten.[10] But the wedding expenses leave many families crushed; for many poor families these expenses leave an enormous burden and the debts remain uncleared for a number of years.[11]
However, if the money intended for the wedding expense is not borrowed and belongs to either of the marriage parties, then that amount could be used by her to bring up her children and to educate them. Such a procedure would be highly beneficial to her.[12]
Arranged marriages[edit]
In South Asia we mostly hear of arranged marriages as part of custom, heritage, and religions. Periyar thought that the Aryan wedding methods were barbarous because of the Aryan religion and art: Vedas, Sastras, Puranas, and Epics belong to the barbaric age. He further stated that is the reason why their wedding methods involve the parents giving the girl, prostituting the girl children and some stranger carrying the girl away by force or stealth.[13]
Arranged marriages in general were meant to enable the couple to live together throughout life and derive happiness, satisfaction and a good reputation, even years after the sexual urge and sexual pleasure are forgotten.[14]
But, with the selfish manipulation of this pact, Periyar claimed that women find 'pleasure' in slavish marriage because they have been brought up by their parents without education, independence and self-respect and because they have been made to believe that marriage means subordination to males. The inclusion of such slavish women in the group of 'chaste' women is another lure to them, leading them to find pleasure in such marriages.
Because a man is also married before he has understood the nature of life, its problems and its pleasures, he is satisfied with the slavish nature of the wife and the sexual pleasure she gives. If he finds any incompatibility, he adapts himself to his partner and the circumstances and puts up with his lot.[14]
Love marriages[edit]
Love marriages, claims Periyar, on the other hand will suit only those who have no ideals in life. Such a wedding gives primacy to sexual union along and it is doubtful if it indicates an agreement between the couple for good life. Sexual compatibility alone does not ensure happy married life; the couple should be able to live together cheerfully. Suitability for life or living together can be determined only if the man and woman get used to the company of each other, and are satisfied with each other. Only then, they can enter into an agreement to live together.[13]
Periyar further states that love marriages can give pleasure only as long as there is lust and the ability to satisfy that lust. If there is no compatibility between the partners in other respects, such marriages end only in the enslavement of women. The lies of such women resemble the lives of bullocks which are tied to a cart, beaten up and made to labor endlessly until they die.[14]
Therefore, there is a proverb stating, "A deeply loving girl is unfit for family life; a suitable life partner is unfit for love." Periyar believed that the agreement between partners to live together will constitute a better marriage than a love marriage.[14]
Self-respect marriages[edit]
In a leading article of Viduthalai, Periyar states that a self-respect wedding is based on rationalism. Rationalism is based on the individual's courage. Some may have the courage to conduct it during the time which almanacs indicate as the time of the planet Rahu and that, particularly in the evening. Some others may have just enough daring to avoid the Brahmin priest and his mother tongue - the Sanskrit language.[15] Some may feel nervous about not keeping the traditional lamp burning in broad daylight. Some others may have the rotten thought that conducting a wedding without 'mangala sutra' is disgraceful.
Still, the self-respect weddings conducted during the past thirty years have some basic limits. They are: Brahmins and their mantras should be utterly avoided; meaningless rituals, piling mud pots, one on another, having the traditional lamp during day time, ritual smoke - all these should be avoided. Rationalism does not approve of these. Periyar then asks why can't the government pass an Act that legalizes weddings which avoid the above-mentioned superstitious practices. If all these details cannot be accommodated in the Act, the latter can legalize weddings which don't have Brahmin priests, the Sanskrit language and the so called holy fire.[16]
Thus, marriages styled as Self-Respect marriages carried a threefold significance: a) replacing the Purohit, b) inter-caste equality, c) man-woman equality. Periyar claimed to have performed Self-Respect marriages unofficially since 1925 and officially since 1928.[17] Self-Respect marriages were legalized in 1967 by the Dravida Munnetra Kazhagam (DMK) Government.[18]
Widow-remarriage[edit]
On the remarriage of widows, Periyar states that among the atrocities perpetrated by the Hindu male population against women, here we have to consider the treatment meted out to widows alone. If a girl loses her husband, even before knowing anything of worldly pleasures, she is compelled to close her eyes to everything in the world and die broken-hearted. Even in Periyar's community at the time, there were widowed girls below the age of 13 years. Periyar stated how it is a touching sight to see the parents of those widowed children treating them like untouchables.[19]
He goes on to say that whatever may be the reason for the present state of the Hindu society, my firm belief that the low position given permanently to widows may prove to be the reason for the utter ruin of the Hindu religion and the Hindu society.[20]
If we try to find the reason for such conduct, we will have to conclude that they instinctively feel that women are slaves, subservient to men and that they must be kept under control. That is why these people treat women like animals. They seem to feel that giving freedom to women is equivalent to committing a very serious crime. The result of this attitude is that there is no independence or freedom to one half of the human race. This wicked enslavement of half of the human race is due to the fact that men are physically a little stronger than women. This principle applies to all spheres of life and the weaker are enslaved by the stronger.
If slavery has to be abolished in society, the male arrogance and wickedness which lead to the enslavement of women must be abolished first. Only when this is achieved, the tender sprouts of freedom and equality will register growth.[21]
One of the reasons why Periayr hated Hinduism and the orthodoxy practiced in the name of Hinduism was the practice of child marriage. Many of the girl children who were married before they were ten or twelve years old became widows before they knew the meaning of the word. According to the 1921 All India Census the details of the child widows reported living in the country that time were as follows:[22]
1 year baby widows - 497
1 to 2 year child widows - 494
2 to 3 year child widows - 1,257
3 to 4 year child widows - 2,837
4 to 5 year child widows - 6,707
Total number of widows - 11,342
5 to 10 year young widows - 85,037
10 to 15 year young widows - 232,147
15 to 20 year young widows - 396,172
20 to 25 year young widows - 742,820
25 to 30 year young widows - 1,163,720
Total number of widows - 2,631,238[22][23]
Periyar was deeply disturbed when he realized that among the widows in India, 11,892 were little children below 5 years and that young widows below 15 years numbering 232,147 were denied the pleasures of life.[24]
With regards to the re-marriage of widows, Periyar stated that it is the practice of our people to refer to such a wedding as "a widow's marriage". Such an expression is used only with reference to women and in connection with men. Just as this lady is marrying another husband after the death of the first husband, many men marry again after the death of the first wife. But the second marriage of a man is not referred to as "a widower's marriage", though that is the proper thing to do.
Periyar himself was a widower. After becoming one, he took a second wife. He claimed that in the ancient days, both men and women in the country had this practice. There were numerous instances in sastras and puranas of women getting married again after the death of their first husband. Periyar further stated that this is not an unusual practice in the rest of the world though it might appear strange for us at the present time. Christian and Muslim women marry again after the death of the first husband. 90 percent of women in Muslim countries get married again soon after the death of the first husband. This may be unusual in certain sections of Indian societies. But it is a common practice in certain other sections of our society which are called very backward communities.[25]
Further, inter-caste marriages and remarriage of widows are on the increase in India. Brahmins oppose these because they are afraid that they cannot exploit the people any more in the name of sastras. For the same reason they oppose the Sharada Act which is necessary for social well-being.[26]
Child marriage[edit]
In all the meetings of the non-Brahmins and the Self-Respectors, Periyar condemned child marriages and emphasized the need for educating all girl children and giving right to young widows to get married again.
Periyar has been very much against child marriage and stated that it reflects the cruelty to which innocent girls were subjected by their well-meaning parents. Periyar asked that if these parents can be considered civilized in any sense of the term. There was no other leader other than Periyar who reacted against this practice of child marriage.[24]
Those who supported child marriage were strongly against Periyar's condemnation of this act. Take for example, the Sharada Act. Those who opposed this Act say that it was against the Sastras to conduct the marriage of a girl after she has attained puberty. They further say that those who conduct such marriages are committing a sin and therefore will go to hell.[27]
Chastity[edit]
Periyar claimed that "household duties" have risen out of the foolishness of people and were not natural duties.[28] He went on to say that it was our selfish greed which has multiplied our household work. Nobody need worry that without household work, the women will lose their "chastity". On chastity, Periyar went on to say that it is something that belongs to women and is not a pledge to men. Whatever, chastity is, it was something that belonged to individuals.
In society, it was believed that if people lose their chastity, they will get divine punishment. Others are not going to get that punishment. Referring to the doctrines of institutionalized orthodox religions, he went on to say that men need not to worry themselves that women are committing a sin by not doing household work. Thus, let men realize that women are not slaves and that men are not their masters or guardians. Women should be allowed to develop the competence to protect themselves and their chastity and men need not be their watchdogs. He also believed that it was derogatory for men to play such a role.[citation needed]
It was said by the orthodox[who?] that women will develop diseases if they lose their chastity. The disease that a woman gets affects the husbands also. If we[who?] educate the women, they will develop the capability to keep themselves and their husbands pure. Thus, Periyar stated in the Kudi Arasu for the society to think deeply about taking a decision and do the right thing for their sisters and girl children.[29]
Periyar kindled the thoughts of everybody by also ridiculing the use of the word chastity only with reference to women. (Periyar-Father of Tamil 32) He stated that character is essential for both men and women and that speaking of chastity only with reference to women degraded not merely women but men also. He extended this thought and said that in any sphere of activity, civilized society cannot think of one law for men and another for women. He also said that the way most men treated their women was far worse than the way the upper class people treated the lower class, the way in which rich men treated the poor and the way in which a master treated his slave.[30]
Education[edit]
On education, Periyar stated that some foolish parents believe that if girls get educated, they will correspond with their secret lovers. That it is a very foolish and mischievous notion. No parent need be anxious about it. If a girl writes a letter, it will only be to a male. We can even now caution men not to read any love letter addressed to them by a woman and, even if they read it, not to reply to it. If men do not listen to this advice, they, as well as the girls who write them must be punished. It will be a hopelessly bad thing, if parents keep their girl children uneducated for this reason.[29]
At a speeched delivered by Periyar at the Prize Distribution function in the Municipal School for Girls at Karungal Palayam, Erode, he stated that girl children should be taught active and energetic exercises like running, high jump, long jump,and wrestling so that they may acquire the strength and courage of men. Their time and energy should not be wasted in light pastimes like Kummi (groups going in a circle, clapping their hands rhythmically) and in Kolatam (striking with sticks rhythmically).
In ancient Tamil literature, poets have stressed the value of education for women. In a famous verse, a poet by the name of Naladiar stated that, "What gives beauty to a woman is not the hair style or the patter of her dress or the saffron on her face but only education".[31] In a verse of Eladhi it states, "Beauty does not lie in the style of wailing or in the charm of a blush but only in the combination of numbers and letters (education).[32]
In a 1960 issue of Viduthalai Periyar stated that "There should be a drastic revolution in the desires and ideals of Indian women. They should equip themselves to do all types of work that men are doing. They should have good domestic life without allowing nature's obstacles in their own lives. Therefore, there should be a welcome change in the minds of our women. The administrators also most pay special attention to the advancement of women".[33]
Armed forces[edit]
Periyar advocated for women to be given weapons to protect themselves in reply to a question put in the Central Legislature. He stated that we have no hope that the state governments will do anything in this sphere because most of the state ministers hold the orthodox belief that women are slavish creatures.[34] Though here and there we[who?] find women also as ministers, they are old-fashioned traditionalists who will say, "We don't want any kind of freedom. We are perfectly happy with slavery".[33]
In Periyar's time he explained that ""Indian" women had no self-determination in any sphere of life like education property and marriage. They thought that modern civilization meant dressing themselves like British and American women and adorning themselves. Even our educated women do not entertain any thought that they must enter the police and army departments and learn to pilot airplanes like the women of Russia and Turkey. Just as modern education has made men cowards an book-worms, it has made our women decoratie [sic] dolls and weaklings".[33]
In a leading article written by Periyar in Viduthalai in 1946, he claimed that unless there is a drastic, fundamental and revolutionary change in our[who?] administrative machinery, it is impossible to make our women independent beings.[33]
Periyar goes on to explain that in our country also, there are thousands of women with the courage, competence and desire to work in the police department. Just as girls going to school was considered wonderful and cycle-riding by girls was considered funny, a few years ago, women on police duty may appear to be wonderful or strange for a few years. Then, in course of time, this will be considered natural.[33]
We[who?] need methods that will effect an astounding revolution in the world of women. Until we acquire those methods, we will be moving forward like a tortoise and writing and talking about Drowpath and Sita.[35]
Periyar, in a 1932 article of Kudi Arasu, explained that "women should develop physical strength like men. They must take exercise and get training in the use of weapons. They must acquire the ability to protect themselves when any sex-mad person tries to molest them. They should get the necessary training to join the armey [sic] when need arises and fight the enemy. This is the view of all civilized people. Women also wholeheartedly support this view. When the general view in the world is like this, who can accept the statement of some people that there is no use in giving higher education to women?"[33]
Birth control[edit]
"Others advocate birth-control, with a view of preserving the health of women and conserving family property; but we advocate it for the liberation of women."[36]
In the Kudi Arasu of 1932, Periyar explained the basic differences between the reasons given to us for contraception and the reasons given by others for this. We say that contraception is necessary for women to gain freedom. Others advocate contraception taking into consideration many problems like the health of women, the health and energy of the children, the poverty of the country and the maintenance of the family property. Many Westerners also support contraception for the same reasons. Our view is not based on these considerations. We recommend that women should stop delivering children altogether because conception stands in the way of women enjoying personal freedom. Further, begetting a number of children prevents men also from being free and independent. This truth will be clear if we listen to talk of men and women when their freedom is hampered.[33]
He went on to say how birth control does not aim at preventing the birth of children altogether, but aims only at limiting births. A man and his wife may have two children, or at the most, three children. This birth control policy is against bringing forth an unlimited number of children.[37]
While Periyar and the Self-Respect movement were advocating for birth control, Rajaji (C. Rajagopalachariar) very strongly opposed it. Others who opposed birth control was Thiru Adhithanar, the publisher of an extremely popular newspaper, Dina Thandhi at the time. In response to Rajaji's stand against birth control, Periyar explained that he was against this since he was of the Vedic Brahmin community that staunchly engrossed in the Manu Dharma. Thus, limiting births of overpopulation would limit diseases and death from many and therefore leave Brahmin priests without a job of doing ceremonies for the sick and funerals. In a 1959 article of Viduthalai he exclaimed that "If people like Rajaji discover new islands, make the forests habitable, do propaganda for the birth of more and more children and have farms for the upbringing of children, we may be in a position to understand them."[38]
During the late 1950s, 80 percent of the men and 90 percent of the women in Tamil Nadu were illiterate. Siriyar argued in a 1959 article in Viduthalai that "in this situation, if birth control is not practiced and people are allowed to have any number of children, the result will be the multiplication of castes among the "Sudras", like washermen, barbers, pot-makers, kuravas or gypsies, hunters, fishermen, famers [sic], toddy tappers, padayachies, pillars, cobblers, pariahs, and a thousand others and a limitless increase in population. The increase in population will force the 'Sudras' to preserve themselves from starvation by standing with folded hands before lazy fellows and calling them 'swami', 'master' and 'landlord'. What good result can we expect if birth control is not adopted?"[39]
Previously in a 1933 article of the Kudi Arasu, Periyar, in his words, explained that "even a High Court Judge in India does not know the amount of trouble that a mother takes to bring up a child. If a husband is kind to his wife and shows concern for her health and happiness, he must adopt the contraceptive method. Otherwise, he must be one who could manage to see that in delivery and in the brining [sic] up of children, she does not have much trouble. Therefore, the proper thing to do now is to drastically cut the expenses mentioned above and spend money on the proper upbringing of children with the help of nurses."[40]
Property rights and divorce[edit]
With regards to property rights for women, Periyar stated that there was no difference between men and women. He went on to say that like men, women should have the right to own property and enjoy its benefits. With regards to divorce or separations, he advocated that a woman can lie away from her husband if he is an undesirable person and if he has nay virulent disease. When a woman has to live apart from her husband in these circumstances, she is entitled to maintenance allowance and a claim on the husband's property. Even if a widow gets remarried, she must be given the right to claim a share of the first husband's property.[41]
On February 4, 1946, the Central Legislature passed an Act giving the right the Hindu married woman to get from her husband in certain circumstances a separate place to live in and a maintenance allowance. Periyar explained how that it was a useless Act. since it seems that the members of the Hindu Mahasabha and Sanadahnis agitated against the grant of even this right.[42]
Dowry[edit]
On the Dowry system practiced widely throughout the Indian sub-continent not only by Hindus but Christians too, Periyar calls it a "serious disease that was spreading fast amongst Tamilians". He went on to state that the disease was also found in its virulent form among the Andhras and the Brahmins of Tamil Nadu. Periyar also argued that if a man with property worth one lakh has three daughters, he has to become a beggar by the time these daughters are married. In the name of dowry, the parents of the young men who marry the three daughters, squeeze the man's property out of him.[43]
In the 1959 issue of Viduthalai, Periyar stated that, "according to a new legislation, women have the right to a share of the parents' property. Therefore every girl will definitely get her legitimate share from the parents' wealth - if the parents are wealth. It is inhuamane [sic] on the part of the parents of a boy to dump on him a girl whom he does not like and to plan to such as much as they can from the property of the girl's father. There is basically no difference between selling education and love for money and selling one's chastity for money. 'Prostitute' is a germ of contempt for a woman; a boy should not be reduced by his avaricous [sic] parents to get the name, 'a prostituted boy' or 'a boy that has been sold'. A father-in-law who has means, however miserly he may be by nature, will not be indifferent when his daughter suffers out of poverty. Therefore, it is very shameful on the part of the bridegroom's parents to demand from the bride's father that at the time of the marriage he should gie jewels worth so many thousands along with so many thousand rupees as dowry and that he should provide the bridegroom with a house and a care. The fact that another party makes such demands at the time of his daughter's marriage does not justify any parent's demands at the time of his son's wedding. All people must realize that both demanding and giving dowry are wrong and they must boldly declare this when occasion arises."[44]
Periyar calls the dowry an evil and exploitative practice depriving tens of thousands of talented and beautiful young women with sound character remaining spinsters without any chance of getting married.[45]
Devadasis[edit]
Among the atrocities the Tamil society committed against women was the practice of keeping some women attached to temples as Devadasis. Dr. Muthulakshmi proposed the resolution at the Madras Legislature that the Devadasi system should be abolished. The Government wanted comments on that from all important people. Periyar in his statement pointed out that the Devadasi system was a disgrace to Hindu religion. The fact that, in the name of a temple or a god, some women are kept as common property is an insult to all the women in the society. He also remarked that the prevalence of this system encouraged immorality among men and thus set the pattern for unprincipled life in many families. This was stoutly opposed in the Assembly by Satyamurthi Iyer, an orthodox Congress member, under the pretext of safeguarding the Hindu traditions. It should be said to the credit of Dr. Muthulakshmi and the leaders like Periyar that the proposal of the Doctor was accepted and a law was enacted against the Devadasi system.[30]
Periyar's example of the degradation of women in the Devadasi system is explained that "if a man's physical passion is aroused when his wife is not with him, he immediately goes to a prostitute. Rough stones are planted where cows and bufaloes [sic] graze to facilitate the animals to rub against the stones when they feel like it.[46] Likewise, Devadasis served in temples and in all villages rough stones planted on the borders and they say that these two (employing devadasis and the planting rough stones) are aamong [sic] the 32 dharmas mentioned in the sastras. When we consider why his kindness to the suffering and also the 32 dharmas are all bogus".[46]
Resolutions passed[edit]
As the Self-Respect conference held in Chengalpattu, Tamil Nadu in 1929, the following were among the many resolutions passed with regards for women's rights:
Women should be given equal right along with men for the family property.
There should be no objection to employing women to any job for which they are qualified.[47]
Schools, particularly schools, should try to employ only women teachers.
At the conference held in Erode in 1930, the same resolutions were passed again reminding the delegates and others that the interest of women was still uppermost in Periyar's mind. M.R. Jayakar who presided oer the Erode conference was greatly impressed by the progressive views of Periyar and other members. He was particularly happy that the movement included not merely non-Brahmin Hindus but Christians and Muslims too. He pointed out that the Self-Respect movement was more progressive than Congress. Furthermore, at the Virudhnagar conference the women members held a separate conference and passed some resolutions demanding that women should have the right to select their life partners without any consideration of religion or community and that weddings should not involve wasteful expenditure and elaborate ceremonies.[47]
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★ Barbs Item ★ The Catch boots are smexy and ready to go for anything! The Milani sneakers have spikes but would be a good shoe with any outfit!
★ Catchy Rigged For ★ Legacy F ★ Reborn ★ Kupra ★ Lara ★ GenX ★
★ Milani Rigged For ★ Reborn ★ Legacy F/M ★ Maitreya ★ Kupra ★ Jake ★ Gianni ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Wallpaper, CC, Attribution Creative Commons
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framing:
in white; 44 all sides
in black; left 444,bottom 444 top 4 right 4
- using: New Photo Page , Flickr`s Beta Preview
Opera 10, works, medium with it !
staff say:
We are working on Internet Explorer 8 compatibility currently.
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• You can use links to opt-in and opt-out.
on the frontpage
Introducing the Ooh-la-licious Skins® Ajaya Collection, now available exclusively inworld at the Ooh-la-licious Skins® Mainstore. Ajaya comes in 11 skin tones with 24 skin combinations, 21 luminous lipgloss tattoo layers & appliers, 4 bare lip options, lip beauty mark, 5 eyebrow colors & browless options, 7 catliner tattoo layers & appliers, 1 modifiable shape plus 2 brow shaper options. TheMeshProject & Omega mesh head & makeup appliers are included FREE! Ooh-la-licious® Ajaya is compatible with all Ooh-la-licious Skins® Generation 5 mesh skin appliers and works well with Catwa, Slink Visage, Eve, Logo, [GA.EG] and most mesh heads with Omega compatibility.
Teleport: slurl.com/secondlife/Harbor%20East/95/91/31
Portrait: Julie Hastings
Designer/Model: Oohlala Sassoon
© 2016 Ooh-la-licious Skins® All Rights Reserved.
Hi Spookies & Culties, Here is your "must have these Cult Items" Weekend Shopping List!!
★ Item ★ The Amaia boots are sleek and simple ass kickers for any outfit!
★ Rigged For ★ Reborn ★ Maitreya-X ★ GEN-X Curvy ★ Legacy ★ Lara ★ Kupra ★
★ Featuring Color Hud w/ 10 light colors & 10 dark colors & 3 metal colors!
★ Remember to always try the DEMOS!★ Check for Body Type & Body MOD Compatibility ★
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/337
★ Cult's Social Media Links ★
Hi Spookies & Culties, Here is your "must have these Cult Items" Weekend Shopping List!!
★ Item ★ The Samira
★ Rigged For ★ Reborn ★ Maitreya-X ★ Kupra ★ Legacy F ★ Lara ★
★ Featuring Color Hud w/ 10 light colors & 10 dark colors & 3 metal colors!
★ Remember to always try the DEMOS!★ Check for Body Type & Body MOD Compatibility ★
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/337
★ Cult's Social Media Links ★
The significant reduction in weight also makes the CV-120A1 well suited for rapid response units, both because of increased movement speed and compatibility with modern medium transport planes.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Following Hungary's membership of NATO in 1999, there were several proposals to achieve a NATO-compatible fighter force. Considerable attention went into studying second-hand aircraft options as well as modifying the nation's existing MiG-29 fleet. In 2001, Hungary received several offers of new and used aircraft from various nations, including Sweden, Belgium, Israel, Turkey, and the US. Although the Hungarian government initially intended to procure the F-16, in November 2001 it was in the process of negotiating a 10-year lease contract for 12 Gripen aircraft from Sweden, with an option to purchase the aircraft at the end of the lease period.
As part of the procurement arrangements, Saab had offered an offset deal valued at 110 per cent of the cost of the 14 fighters. Initially, Hungary had planned to lease several Batch II Saab 39s; however, the inability to conduct aerial refueling and weapons compatibility limitations had generated Hungarian misgivings. The contract was then renegotiated and eventually signed on 2 February 2003 for a total of 14 Gripens, which had originally been A/B standard and had undergone an extensive upgrade process to the NATO-compatible C/D 'Export Gripen' standard. At the same time, the need for an advanced jet trainer as a replacement for the Hungarian Air Force’s last eight MiG-21UM aircraft became more and more imminent. The Gripen two-seaters alone could not cope with this task and were operationally too expensive to be used as trainers, so that Hungary requested an additional offer for a small number of Sk 90 trainers from Swedish surplus stock.
Developed under the designation FSK900, the Saab Sk 90 was a replacement for the Saab 105 (also known as Saab Sk 60) transitional trainer, light attack and reconnaissance aircraft. The FSK900 was a conservative design, with a configurational resemblance to the Dassault-Dornier Alpha Jet, even though the FSK900 was overall bigger and heavier, and the two machines could be easily told apart at a glance.
The Swedish Air Force accepted Saab’s design, leading to a contract for two nonflying static-test airframes and four flying prototypes. Detail design was complete by the end of 1993 and prototype construction began in the spring of 1994, leading to the initial prototype’s first flight on 29 July 1994. The first production Sk 90 A, how the basic trainer type was officially dubbed, was delivered to the Swedish Air Force in 1996.
A total of 108 production Sk 90s were built until 1999 for Sweden in several versions. The initial Sk 90 A trainer was the most common variant and the basis for the Sk 90 B version, which carried a weather radar as well as more sophisticated avionics that enabled the deployment of a wider range of weapons and other ordnance. However, this version was not adopted by the Swedish air force but exported to Austria as the Sk 90 Ö. Another variant was the S 90 C (for “Spaning” = reconnaissance); a small number was produced with a set of cameras in the nose for the Swedish Air Force, where it replaced the ground attack/reconnaissance Sk 60 Cs.
In service, the Sk 90 was regarded as strong, agile, and pleasant to fly, while being cheap to operate. But despite its qualities and potential, the Sk 90 did not attain much foreign interest, primarily suffering from bad timing and from the focus on domestic demands. The aircraft came effectively 10 years too late to become a serious export success, and in the end the Sk 90 was very similar to the Dassault/Dornier Alpha Jet (even though it was cheaper to operate), at a time when the German Luftwaffe started to prematurely phase out its attack-capable variant and flooded the global market with cheap secondhand aircraft in excellent condition. Furthermore, the Saab Sk 90 had on the global market with the BAe Hawk another proven competitor with a long and positive operational track record all over the world.
Beyond Hungary, potential Sk 90 buyers were Malaysia as well as Singapore, Myanmar, Finland, and Poland. Austria eventually procured 36 Sk 90 Ö in 2002, replacing its Saab 105 fleet and keeping up its close connection with Saab since the Seventies. A late operator became the independent Republic of Scotland in 2017, with a dozen leased secondhand Saab Sk 90 A trainers which were later purchased.
The Swedish Sk 90 offer for Hungary was a 10-year lease contract similar to the Gripen package, and comprised five refurbished Sk 90 A trainers from the first production batch, which had been stored in Sweden for spares. The Hungarian Sk 90 deal also included an option to purchase the aircraft at the end of their lease period. In parallel, to save maintenance costs for the relatively small fleet of a completely new/different aircraft type, an agreement with neighboring neutral Austria could be arranged to outsource major overhauls to the Austrian Air Force and its newly established Sk 90 Ö service base at Linz – a deal from which both sides benefited. However, to improve flight safety over Austria’s mountainous terrain during these transfer flights, the Hungarian Sk 90 As had a simple navigational radar retrofitted with a small radome in their noses. Otherwise, the machines were basically identical with the original Swedish aircraft.
The aircraft were flown under civil registration from Sweden to Hungary between April and September 2005. To keep the distance to their Austrian service station short, the machines were not allocated to the 59th Air Regiment at Kecskemét Air Base, where the Hungarian Gripen fleet was based, but rather to the 47th Air Regiment at Pápa Air Base in Northwestern Hungary, where the last Hungarian MiG-21UM trainers had been operated. These were fully retired in 2008.
Beyond their primary role as advanced/jet conversion trainers, the Hungarian Sk 90 As were also intended to be used for tactical reconnaissance duties with Orpheus pods with daylight cameras and an infrared line scanner, inherited from the Italian Air Force, as light attack aircraft and ─ armed with gun pods and air-to-air missiles ─ as (anti-tank) helicopter hunters. Reflecting these low-level tasks, the machines received a tactical camouflage in green and tan, similar to the former MiG-21s, instead of the Gripens’ all-grey air superiority scheme.
While the Hungarian Air Force operated its total of 14 Gripen and 5 Sk 90 aircraft under lease, in 2011, the country reportedly intended to purchase these aircraft outright. However, in January 2012, the Hungarian and Swedish governments agreed to extend the lease period for a further ten years. According to Hungarian Defence Minister Csaba Hende, this agreement represented considerable cost savings, so that the running business model was retained. The service agreement with Austria could be extended, too.
One Sk 90 A was lost in a landing accident in May 2016, and two Gripens had to be written off through accidents in the meantime, too. To fill these gaps, Hungary signed a replacement contract in 2018 to come back to its full fleet of 14 Gripen, and the Sk 90 A fleet was expanded to seven aircraft. These new machines were delivered in 2019.
General characteristics:
Crew: two pilots in tandem
Length incl. pitot: 13.0 m (42 ft 8 in)
Wingspan: 9.94 m (32 ft 7 in)
Height: 4.6 m (15 ft 1 in)
Empty weight: 3,790 kg (8,360 lb)
Max. takeoff weight: 7,500 kg (16,530 lb)
Powerplant:
2× Williams International FJ44-4M turbofans without reheat, rated at 16.89 kN (3,790 lbst) each
Performance:
Maximum speed: 1,038 km/h (645 mph)
Stall speed: 167 km/h (104 mph, 90 kn)
Range: 1,670 km (900 nm; 1,036 m) with two 450 L (99 imp gal; 120 US gal) drop tanks
Service ceiling: 15,240 m (50,000 ft)
Rate of climb: 51 m/s (10,000 ft/min)
Armament:
No internal gun; five hardpoints for 2,500 kg (5,500 lb) of payload and a variety of ordnance,
including AIM-9 Sidewinder missiles and a conformal, ventral gun pod (not used by the Hungarian
Air Force, instead, UPK-23-250 pods with a fixed twin-barrel GSh-23L cannon and 200-250 rounds
were carried under the fuselage and/or the inner wing hardpoints)
The kit and its assembly:
This additional member of my fictional Sk 90 family came spontaneously when I studied information concerning the MiG-21. I came across the Hungarian trainers and wondered with what they could have been replaced after 2000 – and “my” fictional Sk 90 came to my mind. I also had a suitable decal set in store, so I dug out a(nother) Hasegawa T-4 and created this whiffy Hungarian variant.
The kit is the old/first T-4 mold; Hasegawa did the T-4 twice, and both kits differ considerably from each other in their construction. The first one has a fuselage consisting of two simple halves with separate wings attached to it; the later mold features a separate cockpit section and a single dorsal wing section, so that the wings’ anhedral is ensured upon assembly.
The air intakes are also different: the old mold features ducts which are open at their ends, while the new mold comes with additional inserts for the intakes which end in a concave wall, making them hard to paint. The fin of the old kit consists of two full halves, while the new one has the rudder molded into just one half of the fin for a thinner trailing edge. The same goes for the wings’ upper halves: on the new mold, they comprise the full flaps and ailerons, while the old kit has them split up, resulting in a marginally thicker training edge. However, you can hardly recognize this and it’s IMHO not a flaw.
Personally, I prefer the old kit, because it is much more straightforward and pleasant to build – even though some details like the main landing gear struts are better on the new mold.
The (old) kit itself is relatively simple and fit is quite good, even though some PSR was necessary on almost every seam. The only mods I made are additional emergency handles on the seats (made from thin wire), and I added an Orpheus recce pod under the fuselage with an integral pylon, left over from an Italeri F-104G kit. The OOB underwing pylons were used, together with the original drop tanks.
Painting and markings:
The prime reason for a Hungarian Sk 90 was the paint scheme, and the fact that I have a sweet spot for Hungary in genarl. The livery was adapted from the late Hungarian MiG-21bis, a more or less symmetrical pattern consisting of a yellowish light tan and a bluish dark green, with light blue undersides. It’s actually a very simple paint scheme, and my adaptation is a free interpretation, since the T-4’s layout with shoulder-mounted wings is quite different from the sleek Fishbed with mid-mounted delta wings.
Finding good color matches was not easy, because pictures of reference Hungarian MiG-21s show a wide variety of green and brown shades, even though I assume that this is just weathering. I found some good pictures of a late MiG-21UM trainer with an apparently fresh paint job, and these suggested a hard contrast between the upper tones. With this benchmark I settled for Humbrol 63 (Sand), and Modelmaster 2091 (RLM 82, Dunkelgrün). The undersides were painted with Humbrol 47 (Sea Blue Gloss), since they appeared rather bright and pale in reference pictures.
The cockpit interior was painted in medium grey (Revell 47), the landing gear and the air intakes in white (Revell 301), very conservative. The Orpheus pod was painted in light grey (FS 36375, Humbrol 127) to set it apart from the light blue undersurfaces. The drop tanks were painted in green and blue.
National markings, the large orange “47” decoration and the small emblems on nose and fin came from a Mistercraft MiG-21UM decal sheet. The tactical code in red, etched with white, was created with single digits from a Hungarian Aero Decals (HAD) sheet for Mi-24s, reflecting the aircraft’s (fictional) serial numbers’ final three digits.
Finally, after some light weathering and post-shading (for a slightly sun-bleached look, esp. on the upper surfaces), the kit was sealed with matt acrylic varnish (Italeri).
Number four in my growing Sk 90 family, and certainly not the last one. A quick and simple project since the model itself was built almost OOB, and the “old” Hasegawa T-4 is really a simple build. However, I am amazed (once more) how much potential a T-4 travesty bears: even in Hungarian colors and markings this whif looks disturbingly convincing. The green/brown/blue paint scheme suits the aircraft well, too, even though it looks a lot like an Alpha Jet now, and there’s even a Su-25ish look to it?!
JULIA JUMPSUIT
⊡ 75L Weekend sale
☰ Items Included:Color Hud
⋮ 16 Colors
☰ Compatibility with:
☑ Maitreya ☑ Belleza (All) ☑ Slink (All)
TONYA JUMPER
⊡ 75L Weekend sale
☰ Items Included:Color Hud
⋮ 20 Colors
☰ Compatibility with:
☑ Maitreya ☑ Belleza (All) ☑ Slink (All) ☑ Ebody (All) ☑ Tonic (All) ☑ TMP ☑ Standard
Images taken for Two Wheel Gear 'Smart' Collection - Alpha Handlebar Bag & Pannier Backpack with Joey compatibility. Photographed w Ohm e-bike.
Squamish, 2021.
Hi Culties & Spookies, Time to kick off your weekend shopping just right!
★ Item ★ The Choumi shoes are adorable and kawaii with all kinds of different designs!
★ Rigged For ★ Reborn ★ Legacy Female ★ Maitreya-X ★ GEN-X Curvy ★ Lara ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Hi Culties & Spookies, time for even more sales for your Sunday Leisure!!
For 35L Sunday Sale ★ BabyV2 ★ Lula ★
★ Bad Moody Rigged For ★ Legacy F ★ Reborn ★ Kupra ★ Lara ★ Gen-X
★ Blessyn Rigged For ★ Legacy F ★ Reborn ★ Kupra ★ Maitreya ★ Freya ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Hi Culties & Spookies, Time to kick off your weekend shopping just right!
★ Item ★ The Carlos Shoes
★ Rigged For ★ Jake ★ Legacy M ★ Gianni ★ Kario Flex ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Hi Culties & Spookies, More Weekly Sales for your shopping pleasure!
★ For 99L Sale ★ Begonia ★ ★ For Crafty Weekend Sale ★ Setivia ★
★ Rigged For ★ Legacy F ★ MaitreyaX ★ Reborn ★ Kupra ★ MaitreyaOG ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Hi Spookies & Culties, Here is your "must have these Cult Items" Weekend Shopping List!!
★ Item ★ The Kate heels are bougee and shiny and would be great for any collection!
★ Rigged For ★ Reborn ★ Maitreya-X ★ Kupra ★ GEN-X ★ Legacy ★ Lara ★
★ Featuring Color Hud w/ 10 light colors & 10 dark colors & 3 metal colors!
★ Remember to always try the DEMOS!★ Check for Body Type & Body MOD Compatibility ★
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/337
★ Cult's Social Media Links ★
Waterford 22-Series Artisan Rando Bike - complete includes stainless lugs and BB, S&S Couplers, 57mm reach brake compatibility. Styled in Wineberry over Pure Gold with Vanilla Shake Head Tube. Photo supplied by Bike Doctor Frederick, Frederick Maryland.
LDD gave me fits with this one!!! I could not get the rear fenders to work AT ALL. SO I had to modify your design there a little for LDD compatibility. Found quite a few "odd" field conversions from the Vietnam era when looking this one up. Added a lil door on the cab. I know it is not realistic IRL, but looked neat. :)
Credit to PA for his Deuce and M113 designs.
Here is a chart of the zodiac compatibility of the twelve signs with each other. The chart gives a percentage, which is derived from the many considerations shown here: numerologysign.com/astrology/zodiac/compatibility/.
It also contains other important information such as whether the combination is volatile or has great chemistry.
If you would like to use this image, please give credit to Numerology Sign (linking to the above article).
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Georgian Air Force and Air Defense Division (თავდაცვის ძალების ავიაციისა და საჰაერო თავდაცვის სარდლობა; tavdatsvis dzalebis aviatsiisa da sahaero tavdatsvis sardloba) was established on January 1, 1992, and in September the Georgian Air Force conducted its first combat flight during the separatist war in Abkhazia. On August 18, 1998, the two divisions were unified in a joint command structure and renamed the Georgian Air Force.
In 2010, the Georgian Air Force was abolished as a separate branch and incorporated into the Georgian Land Forces as Air and Air Defense sections. By that time, the equipment – primarily consisting of Eastern Bloc aircraft inherited from the Soviet Union after the country’s dissolution – was totally outdated, the most potent aircraft were a dozen Suchoj Su-25 attack aircraft and a handful of MiG-21U trainers.
In order to rejuvenate the air arm, Tbilisi Aircraft Manufacturing (TAM), also known as JSC Tbilaviamsheni and formerly known as 31st aviation factory, started a modernization program for the Su-25, for the domestic forces but also for export customers. TAM had a long tradition of aircraft production within the Soviet Union. In the 1950s the factory started the production of Mikoyan's MiG-15 and later, the MiG-17 fighter aircraft. In 1957 Tbilisi Aircraft State Association built the MiG-21 two-seater fighter-trainer aircraft and its various derivative aircraft, continuing the MiG-21 production for about 25 years. At the same time the company was manufacturing the K-10 air-to-surface guided missile. Furthermore, the first Sukhoi Su-25 (known in the West as the "Frogfoot") close support aircraft took its maiden voyage from the runway of 31st aviation factory. Since then, more than 800 SU-25s had been delivered to customers worldwide. From the first SU-25 to the 1990s, JSC Tbilaviamsheni was the only manufacturer of this aircraft, and even after the fall of the Soviet Union the production lines were still intact and spares for more than fifty complete aircraft available. Along with the SU-25 aircraft 31st aviation factory also launched large-scale production of air-to-air R-60 and R-73 IR guided missiles, a production effort that built over 6,000 missiles a year and that lasted until the early 1990s. From 1996 to 1998 the factory also produced Su-25U two-seaters.
In 2001 the factory started, in partnership with Elbit Systems of Israel, upgrading basic Su-25 airframes to the Su-25KM “Scorpion” variant. This was just a technical update, however, intended for former Su-25 export customers who would upgrade their less potent Su-25K export aircraft with modern avionics. The prototype aircraft made its maiden flight on 18 April 2001 at Tbilisi in full Georgian Air Force markings. The aircraft used a standard Su-25 airframe, enhanced with advanced avionics including a glass cockpit, digital map generator, helmet-mounted display, computerized weapons system, complete mission pre-plan capability, and fully redundant backup modes. Performance enhancements included a highly accurate navigation system, pinpoint weapon delivery systems, all-weather and day/night performance, NATO compatibility, state-of-the art safety and survivability features, and advanced onboard debriefing capabilities complying with international requirements. The Su-25KM had the ability to use NATO-standard Mark 82 and Mark 83 laser-guided bombs and new air-to-air missiles, the short-range Vympel R-73. This upgrade extended service life of the Su-25 airframes for another decade.
There were, however, not many customers. Manufacturing was eventually stopped at the end of 2010, after Georgian air forces have been permanently dismissed and abolished. By that time, approximately 12 Scorpions had been produced, but the Georgian Air Force still used the basic models of Su-25 because of high cost of Su-25KM and because it was destined mainly for export. According to unofficial sources several Scorpions had been transferred to Turkmenistan as part of a trade deal.
In the meantime, another, more ambitious project took shape at Tbilisi Aircraft Manufacturing, too: With the help of Israel Aircraft Industries (IAI) the company started the development of a completely new attack aircraft, the TAM-1 “Gvelgeslas” (გველგესლას, Viper). It heavily relied on the year-long experience gathered with Su-25 production at Tblisi and on the tools at hand, but it was eventually a completely new aircraft – looking like a crossbreed between the Su-25 and the American A-10 with a T-tail.
This new layout had become necessary because the aircraft was to be powered by more modern, less noisy and more fuel-efficient Rolls Royce AE 3012 turbofan engines - which were originally intended to power the stillborn Yakovlev Yak-77 twin-engine business jet for up to 32 passengers, a slightly derated variant of the GMA 3012 with a 44 in diameter (112 cm) fan and procured via IAI from the United States through the company’s connection with Gulfstream Aerospace. Their larger diameter (the Su-25’s original Soyuz/Tumansky R-195 turbojets had a diameter of 109,5 cm/43.1 in) precluded the use of the former integral engine nacelles along the fuselage. To keep good ground clearance against FOD and to protect them from small arms fire, the engine layout was completely re-arranged. The fuselage was streamlined, and its internal structure was totally changed. The wings moved into a low position. The wings’ planform was almost identical to the Su-25’s, together with the characteristic tip-mounted “crocodile” air brakes. Just the leading edge inside of the “dogteeth” and the wing roots were re-designed, the latter because of the missing former engine nacelles. This resulted in a slightly increased net area, the original wingspan was retained. The bigger turbofans were then mounted in separate pods on short pylons along the rear fuselage, partly protected from below by the wings. Due to the jet efflux and the engines’ proximity to the stabilizers, these were re-located to the top of a deeper, reinforced fin for a T-tail arrangement.
Since the Su-25’s engine bays were now gone, the main landing gear had to be completely re-designed. Retracting them into the fuselage or into the relatively thin wings was not possible, TAM engineers settled upon a design that was very similar to the A-10: the aircraft received streamlined fairings, attached to the wings’ main spar, and positioned under the wings’ leading edges. The main legs were only semi-retractable; in flight, the wheels partly protruded from the fairings, but that hardly mattered from an aerodynamic point of view at the TAM-1’s subsonic operational speed. As a bonus they could still be used while retracted during emergency landings, improving the aircraft’s crash survivability.
Most flight and weapon avionics were procured from or via Elbit, including the Su-25KT’s modernized “glass cockpit”, and the TAM-1’s NATO compatibility was enhanced to appeal to a wider international export market. Beyond a total of eleven hardpoints under the wings and the fuselage for an external ordnance of up to 4.500 kg (9.900 lb), the TAM-1 was furthermore armed with an internal gun. Due to procurement issues, however, the Su-25’s original twin-barrel GSh-30-2 was replaced with an Oerlikon KDA 35mm cannon – a modern variant of the same cannon used in the German Gepard anti-aircraft tank, adapted to the use in an aircraft with a light-weight gun carriage. The KDA gun fired with a muzzle velocity of 1,440 m/s (4,700 ft/s) and a range of 5.500m, its rate of fire was typically 550 RPM. For the TAM-1, a unique feature from the SPAAG installation was adopted: the gun had two magazines, one with space for 200 rounds and another, smaller one for 50. The magazines could be filled with different types of ammunition, and the pilot was able select between them with a simple switch, adapting to the combat situation. Typical ammunition types were armor-piercing FAPDS rounds against hardened ground targets like tanks, and high explosive shells against soft ground targets and aircraft or helicopters, in a 3:1 ratio. Other ammunition types were available, too, and only 200 rounds were typically carried for balance reasons.
The TAM-1’s avionics included a SAGEM ULISS 81 INS, a Thomson-CSF VE-110 HUD, a TMV630 laser rangefinder in a modified nose and a TRT AHV 9 radio altimeter, with all avionics linked through a digital MIL-STD-1553B data bus and a modern “glass cockpit”. A HUD was standard, but an Elbit Systems DASH III HMD could be used by the pilot, too. The DASH GEN III was a wholly embedded design, closely integrated with the aircraft's weapon system, where the complete optical and position sensing coil package was built within the helmet (either the USAF standard HGU-55/P or the Israeli standard HGU-22/P), using a spherical visor to provide a collimated image to the pilot. A quick-disconnect wire powered the display and carried video drive signals to the helmet's Cathode Ray Tube (CRT).
The TAM-1’s development was long and protracted, though, primarily due to lack of resources and the fact that the Georgian air force was in an almost comatose state for several years, so that the potential prime customer for the TAM-1 was not officially available. However, the first TAM-1 prototype eventually made its maiden flight in September 2017. This was just in time, because the Georgian Air Force had formally been re-established in 2016, with plans for a major modernization and procurement program. Under the leadership of Georgian Minister of Defense Irakli Garibashvili the Air Force was re-prioritized and aircraft owned by the Georgian Air Force were being modernized and re-serviced after they were left abandoned for 4 years. This program lasted until 2020. In order to become more independent from foreign sources and support its domestic aircraft industry, the Georgian Air Force eventually ordered eight TAM-1s as Su-25K replacements, which would operate alongside a handful of modernized Su-25KMs from national stock. In the meantime, the new type also attained interest from abroad, e. g. from Bulgaria, the Congo and Cyprus. The IDF thoroughly tested two early production TAM-1s of the Georgian Air Force in 2018, too.
General characteristics:
Crew: 1
Length: 15.53 m (50 ft 11 in), including pitot
Wingspan: 14.36 m (47 ft 1 in)
Height: 4.8 m (15 ft 9 in)
Wing area: 35.2 m² (378 sq ft)
Empty weight: 9,800 kg (21,605 lb)
Gross weight: 14,440 kg (31,835 lb)
Max takeoff weight: 19,300 kg (42,549 lb)
Powerplant:
2× Rolls-Royce AE 3012 turbofans with 44.1 kN (9,920 lbf) thrust each
Performance:
Maximum speed: 975 km/h (606 mph, 526 kn, Mach 0.79)
Range: 1.000 km (620 mi, 540 nmi) with internal fuel, clean
Combat range: 750 km (470 mi, 400 nmi) at sea level with 4.500 kg (9,911 lb) of ordnance,
incl. two external fuel tanks
Service ceiling: 7.800 m (25,550 ft)
g limits: +6.5
Rate of climb: 58 m/s (11,400 ft/min)
Armament:
1× 35 mm (1.38 in) Oerlikon KDA cannon with 200 rds in two magazines
under the lower forward fuselage, offset to port side.
11× hardpoints with a capacity of up to 4.500 kg (9,911 lb) of external stores
The kit and its assembly:
This rather rigorous conversion had been on my project list for many years, and with the “Gunships” group build at whatifmodellers.com in late 2021 I eventually gathered my mojo to tackle it. The ingredients had already been procured long ago, but there are ideas that make you think twice before you take action…
This build was somewhat inspired by a CG rendition of a modified Su-25 that I came across while doing online search for potential ideas, running under the moniker “Su-125”, apparently created by someone called “Bispro” and published at DeviantArt in 2010; check this: (www.deviantart.com/bispro/art/Sukhoi-Su-125-Foghorn-15043...). The rendition shows a Su-25 with its engines re-located to the rear fuselage in separate nacelles, much like an A-10, plus a T-tail. However, as many photoshopped aircraft, the shown concept had IMHO some flaws. Where would a landing gear go, as the Su-125 still had shoulder wings? The engines’ position and size also looked fishy to me, quite small/narrow and very far high and back – I had doubts concerning the center of gravity. Nevertheless, I liked the idea, and the idea of an “A-10-esque remix” of the classic Frogfoot was born.
This idea was fueled even further when I found out that the Hobbycraft kit lends itself to such a conversion. The kit itself is not a brilliant Su-25 rendition, there are certainly better models of the aircraft in 1:72. However, what spoke for the kit as whiffing fodder was/is the fact that it is quite cheap (righteously so!) and AFAIK the only offering that comes with separate engine nacelles. These are attached to a completely independent central fuselage, and this avoids massive bodywork that would be necessary (if possible at all) with more conventional kits of this aircraft.
Another beneficial design feature is that the wing roots are an integral part of the original engine nacelles, forming their top side up to the fuselage spine. Through this, the original wingspan could be retained even without the nacelles, no wing extension would be necessary to retain the original proportions.
Work started with the central fuselage and the cockpit tub, which received a different (better) armored ejection seat and a pilot figure; the canopy remained unmodified and closed, because representing the model with an open cockpit would have required additional major body work on the spinal area behind the canopy. Inside, a new dashboard (from an Italeri BAe Hawk) was added, too – the original instrument panel is just a flat front bulkhead, there’s no space for the pilot to place the legs underneath the dashboard!
In parallel, the fin underwent major surgery. I initially considered an A-10-ish twin tail, but the Su-25’s high “tail stinger” prevented its implementation: the jet efflux would come very close to the tail surfaces. So, I went for something similar to the “Su-125” layout.
Mounting the OOB stabilizers to the fin was challenging, though. The fin lost its di-electric tip fairing, and it was cut into two sections, so that the tip would become long enough to match the stabilizers. A lucky find in the scrap box was a leftover tail tip from a Matchbox Blackburn Buccaneer, already shortened from a former, stillborn project: it had now the perfect length to take the Su-25 stabilizers! To make it fit on the fin, an 8mm deep section was inserted, in the form of a simple 1.5mm styrene sheet strip. Once dry, the surface was re-built with several PSR layers. Since it would sit further back on the new aircraft’s tail, the stinger with a RHAWS sensor was shortened.
On the fuselage, the attachment points for the wings and the engine nacelles were PSRed away and the front section filled with lots of lead beads, hoping that it would be enough to keep the model’s nose down.
Even though the wings had a proper span for a re-location into a low position, they still needed some attention: at the roots, there’s a ~1cm wide section without sweep (the area which would normally cover the original engine nacelles’ tops). This was mended through triangular 1.5 mm styrene wedges that extended the leading-edge sweep, roughly cut into shape once attached and later PSRed into the wings’ surfaces
The next construction site were the new landing gear attachment points. This had caused some serious headaches – where do you place and stow it? With new, low wings settled, the wings were the only logical place. But the wings were too thin to suitably take the retracted wheels, and, following the idea of a retrofitted existing design, I decided to adopt the A-10’s solution of nacelles into which the landing gear retracts forward, with the wheels still partly showing. This layout option appears quite plausible, since it would be a “graft-on” solution, and it also has the benefit of leaving lots of space for underwing stores, since the hardpoints’ position had to be modified now, too.
I was lucky to have a pair of A-10 landing gear nacelles at hand, left over from a wrecked Matchbox model from childhood time (the parts are probably 35 years old!). They were simply cut out, glued to the Su-25 wings and PSRed into shape. The result looked really good!
At this point I had to decide the model’s overall layout – where to place the wings, the tail and the new engine nacelles. The latter were not 1:72 A-10 transplants. I had some spare engine pods from the aforementioned Matchbox wreck, but these looked too rough and toylike for my taste. They were furthermore too bulky for the Su-25, which is markedly smaller than an A-10, so I had to look elsewhere. As a neat alternative for this project, I had already procured many moons ago a set of 1:144 resin PS-90A engines from a Russian company called “A.M.U.R. Reaver”, originally intended for a Tu-204 airliner or an Il-76 transport aircraft. These turbofan nacelles not only look very much like A-10 nacelles, just a bit smaller and more elegant, they are among the best resin aftermarket parts I have ever encountered: almost no flash, crisp molding, no bubbles, and perfect fit of the parts – WOW!
With these three elements at hand I was able to define the wings’ position, based on the tail, and from that the nacelles’ location, relative to the wings and the fin.
The next challenge: how to attach the new engines to the fuselage? The PS-90A engines came without pylons, so I had to improvise. I eventually found suitable pylons in the form of parts from F-14A underwing missile pylons, left over from an Italeri kit. Some major tailoring was necessary to find a proper position on the nacelles and on the fuselage, and PSRing these parts turned out to be quite difficult because of the tight and labyrinthine space.
When the engines were in place, work shifted towards the model’s underside. The landing gear was fully replaced. I initially wanted to retain the front wheel leg and the main wheels but found that the low wings would not allow a good ground clearance for underwing stores and re-arming the aircraft, a slightly taller solution was necessary. I eventually found a complete landing gear set in the scrap box, even though I am not certain to which aircraft it once belonged? I guess that the front wheel came from a Hasegawa RA-5C Vigilante, while the main gear and the wheels once belonged to an Italeri F-14A, alle struts were slightly shortened. The resulting stance is still a bit stalky, but an A-10 is also quite tall – this is just not so obvious because of the aircraft’s sheer size.
Due to the low wings and the landing gear pods, the Su-25’s hardpoints had to be re-arranged, and this eventually led to a layout very similar to the A-10. I gave the aircraft a pair of pylons inside of the pods, plus three hardpoints under the fuselage, even though all of these would only be used when slim ordnance was carried. I just fitted the outer pair. Outside of the landing gear fairings there would have been enough space for the Frogfoot’s original four outer for pylons, but I found this to be a little too much. So I gave it “just” three, with more space between them.
The respective ordnance is a mix for a CAS mission with dedicated and occasional targets. It consists of:
- Drop tanks under the inner wings (left over from a Bilek Su-17/22 kit)
- A pair of B-8M1 FFAR pods under the fuselage (from a vintage Mastercraft USSR weapon set)
- Two MERs with four 200 kg bombs each, mounted on the pylons outside of the landing gear (the odd MERs came from a Special Hobby IDF SMB-2 Super Mystère kit, the bombs are actually 1:100 USAF 750 lb bombs from a Tamiya F-105 Thunderchief in that scale)
- Four CBU-100 Rockeye Mk. II cluster bombs on the outer stations (from two Italeri USA/NATO weapon sets, each only offers a pair of these)
Yes, it’s a mix of Russian and NATO ordnance – but, like the real Georgian Su-25KM “Scorpion” upgrade, the TAM-1 would certainly be able to carry the same or even a wider mix, thanks to modified bomb racks and wirings. Esp. “dumb” weapons, which do not call for special targeting and guidance avionics, are qualified.
The gun under the nose was replaced with a piece from a hollow steel needle.
Painting and markings:
Nothing unusual here. I considered some more “exotic” options, but eventually settled for a “conservative” Soviet/Russian-style four-tone tactical camouflage, something that “normal” Su-25s would carry, too.
The disruptive pattern was adapted from a Macedonian Frogfoot but underwent some changes due to the T-tail and the engine nacelles. The basic tones were Humbrol 119 (RAF Light Earth), 150 (Forest Green), 195 (Chrome Oxide Green, RAL 6020) and 98 (Chocolate) on the upper surfaces and RLM78 from (Modelmaster #2087) from below, with a relatively low waterline, due to the low-set wings.
As usual, the model received a light black ink washing and some post-shading – especially on the hull and on the fin, where many details had either disappeared under PSR or were simply not there at all.
The landing gear and the lower areas of the cockpit were painted in light grey (Humbrol 64), while the upper cockpit sections were painted with bright turquoise (Modelmaster #2135). The wheel hubs were painted in bright green (Humbrol 101), while some di-electric fairings received a slightly less intense tone (Humbrol 2). A few of these flat fairings on the hull were furthermore created with green decal sheet material (from TL Modellbau) to avoid masking and corrections with paint.
The tactical markings became minimal, matching the look of late Georgian Su-25s. The roundels came from a Balkan Models Frogfoot sheet. The “07” was taken from a Blue Rider decal sheet, it actually belongs to a Lithuanian An-2. Some white stencils from generic MiG-21 and Mi-8 Begemot sheets were added, too, and some small markings were just painted onto the hull with yellow.
Some soot stains around the jet nozzles and the gun were added with graphite, and finally the kit was sealed with a coat of matt acrylic varnish.
A major bodywork project – and it’s weird that this is basically just a conversion of a stock kit and no kitbashing. A true Frogfoot remix! The new engines were the biggest “outsourced” addition, the A-10 landing gear fairings were a lucky find in the scrap box, and the rest is quite generic and could have looked differently. The result is impressive and balanced, though, the fictional TAM-1 looks quite plausible. The landing gear turned out to be a bit tall and stalky, though, making the aircraft look smaller on the ground than it actually is – but I left it that way.
Bugatti Tourbillon
Another crazy MOC of mine. With the roof rack compatibility as well! 😀
Features:
8 to 9 wide build using the standard chassis piece
It fits 2 figs with hairpieces on.
See-through rear windows
Detailed interior
Detailed engine
Usable front trunk with luggage and money of course
Rubber band for taillights
And most importantly the special steering wheel mechanism from the real car😉😜
Insta:
www.instagram.com/p/DAysJlGOFf-/?img_index=1
Instructions available on my Catalogue page.
The awesome 3d printed wheels are made by Gt Créa Cars
gtcreacars.com/4x-Enjoliveurs-Bugatti-Tourbillion-p685558843
Auf dem Weg zur Serienreife wurde der neue Opel Astra in den speziell ausgestatteten Räumen des Opel EMV-Labors geprüft bis alle elektronischen Systeme von Infotainment über Sicherheit bis Assistenz störungsfrei funktionieren. Mehr im Opel-Blog: www.opel-blog.com/?p=16413
My Leica friend came to Singapore many times. Really again and again, hahaha.
He uses the $10,000 Summilux(ASPHERICAL, Wow). How about me? ..around $200 SnapShotSkopar 25mm (LTM) lens. In spite of cheap lens, SSS' matching compatibility with A7s sensor is quite good. (Matching with M240's is not so good...)
Yes, this discription is for my memorandum, I need a Matching Matrix Table... @Duxton, SG
Hi Culties & Spookies, Time to kick off your weekend shopping just right!
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Hi Culties & Spookies, time for even more sales for your Sunday Leisure!!
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★ Rigged For ★ Legacy F ★ Reborn ★ Kupra ★ Gen-X Curvy ★ Lara ★ Maitreya X ★
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☰ Items Included:
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Inworld:
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★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
I have received some Tyco parts so now I can compare the LEGO prototype with the Tyco double-sided plate.
In this image the blue parts on the left are LEGO. The black and grey parts are Tyco. The grey plate has hollow studs on the opposite side (this prevents moulding problems).
The top right assembly is made with LEGO parts. LEGO plates are 1/3 brick height. The green brick and the red, white and blue plates show this height ratio. LEGO is very, very careful to maintain system compatibility between all its parts, and they have implemented that in the design of their double sided plates. The female-female plate (anti-studs) is two plates high and the male-male plate (studs) is one plate high. Together they are exactly one brick high. Because of these strict design rules there is no height difference when you use a double-sided plate and start building in an opposite direction. The yellow and black plates in this photo are on exactly the same height and align perfectly.
The bottom right assembly is made with Tyco parts. Tyco plates are 1/2 brick height. The black brick and the yellow and blue plates show this height ratio. Tyco is not so strict in maintaining the exact part compatibility. (I suspect that production is the first design priority and size compatibility comes second, while LEGO usually rejects any design that is not fully compatible.) The female-female plate (black) is exactly one plate high, but the male-male plate (grey) is much thinner. As a result there is a height difference when you use one of these plates to start building in the opposite direction. The two yellow plates at the bottom do not align.
The yellow turntable assembly has a similar problem. The bottom part is exactly one plate high, but the top part is thinner. The thinner male-male plate and turntable-top-plate have different heights, there does not seem to be a standard system. On the hinge assembly both parts are one plate thick.
These mixed sizes severely limit how you can build with them, because many combinations will lead to gaps, improper connections or other alignment problems.
It would have been possible to design both the male-male and female-female plate to be one plate high, the studs are less than 1/2 plate in height and they would not have caused an interference problem. I suspect they have chosen to use a thinner plate to make the design more suitable for injection moulding.
The LEGO solutions to the Tyco design problems
LEGO made some prototype plates with a constant thickness and some plates which are thinner in the center. We do not know which version was made first, but it seems reasonable to assume that the constant thickness plate was made first. I do not know what was wrong with that design, but maybe the constant-thickness-plates had too many moulding problems. They are relatively thick and the studs cause a large increase in local part thickness. I suspect the thinner-center-plates did not comply to LEGO's quality standards. If you attach a 1x1 brick to one of the studs, it will not be properly supported on all sides. On the outside it will be limited by the rim on the plate, but in the center it will be "floating" so the 1x1 brick can be pushed into the plate too far. As a result there will be additional stresses on the plate which could lead to permanent damage. This must have been unacceptable for LEGO. If LEGO ever releases a part like this, it will need to have a constant thickness (and that design was probably also rejected for a good reason).
This issue is a bit similar to the problem that caused the redesign on the 1x1 cone bricks. Initially the cones had a smooth slope (BrickLink 4589), but those parts could be pushed into other parts too deep causing damage, they were redesigned with a groove that prevents this problem (BrickLink 4589b). Possible alignment problems lead to a redesign or rejection of the part.
Hi Spookies & Culties, Here is your "must have these Cult Items" Weekend Shopping List!!
★ Item ★ The Channary shoes are cute and adorable with a witchy vibe for those who love pentacles and moons!
★ Rigged For ★ Reborn ★ Maitreya-X ★ Kupra ★ Legacy ★ Lara ★
★ Featuring Color Hud w/ 10 light colors & 10 dark colors & 3 metal colors!
★ Remember to always try the DEMOS!★ Check for Body Type & Body MOD Compatibility ★
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/337
★ Cult's Social Media Links ★
Rapture Industries operative 'Alex' Presents to you the newest Rapture Assault Rifle; Sugar. A 5.56 Bullpup Rifle. Compatibility with STANAG mags, Rails and modularity make this weapon a beast in the right hands.
Credit to Duke For Rails.
View all sizes, its huge and the quality isn't butchered.
Due to enter service in December this year LNER 'Azuma' 800 201 was on test between Peterborough and York. First time I have actually seen one in the flesh so to speak and passing at Bolton Percy it was running on the diesel engine due to a power compatibility problem I believe.
Hi Culties & Spookies, time for even more sales for your Sunday Leisure!!
★ For Lazy Sunday!!! ★ Elidi ★ For So Kawaii Sundays ★ Aurelia ★
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★ Rigged For ★ Maitreya-X ★ Legacy F ★ Reborn ★ Kupra ★ Lara ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Hi Culties & Spookies, time for even more sales for your Sunday Leisure!!
★ Item ★ The Vandelia Boots are cute and classy and would be great for anyone's wardrobe
★ Rigged For ★ Legacy F ★ Reborn ★ Kupra ★ Gen-X ★ MaitreyaX ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
★ Hello Spookies & Culties! It's the time for our monthly inworld Group Gifts! Be sure to be wearing your group VIP tags to be able to get them! VIP Group Costs 300L to Join, so be sure to tell all your friends!
★ VIP Gift ★ Liebe Dich
★ Rigged For ★ Unrigged w/ Re-sizer Hud ★
★ Comes with a Color Control HUD for changeable color options ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility ★
★ Cult inworld Group★ secondlife:///app/group/b20930fc-db07-cece-79e7-b100c0154e19/about
★ Cult LM ★ maps.secondlife.com/secondlife/Champ/189/200/17
★ Cult's Social Media Links ★
Auf dem Weg zur Serienreife wurde der neue Opel Astra in den speziell ausgestatteten Räumen des Opel EMV-Labors geprüft bis alle elektronischen Systeme von Infotainment über Sicherheit bis Assistenz störungsfrei funktionieren. Mehr im Opel-Blog: www.opel-blog.com/?p=16413
Hi Culties & Spookies, Time to kick off your weekend shopping just right!
★ For 99L Sale ★ Vesta ★ For G.O.A.T 66 Sale ★ Alyvia ★
★ Rigged For ★ Reborn ★ Legacy Female ★ Maitreya-X ★ Lara ★ Kupra ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
*NEWNESS*
ZENOUS BODYSUIT
════════════════════
☰ Items Included:
⋮ Color Hud
⋮ 12 colors
☰ Compatibility with:
☑ Maitreya ☑ Belleza ☑ Slink ☑ Ebody Curvy ☑ Tonic
MP marketplace.secondlife.com/p/CB-ZENOUS-BODYSUIT-WEAR/1751...
INWORLD
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Georgian Air Force and Air Defense Division (თავდაცვის ძალების ავიაციისა და საჰაერო თავდაცვის სარდლობა; tavdatsvis dzalebis aviatsiisa da sahaero tavdatsvis sardloba) was established on January 1, 1992, and in September the Georgian Air Force conducted its first combat flight during the separatist war in Abkhazia. On August 18, 1998, the two divisions were unified in a joint command structure and renamed the Georgian Air Force.
In 2010, the Georgian Air Force was abolished as a separate branch and incorporated into the Georgian Land Forces as Air and Air Defense sections. By that time, the equipment – primarily consisting of Eastern Bloc aircraft inherited from the Soviet Union after the country’s dissolution – was totally outdated, the most potent aircraft were a dozen Suchoj Su-25 attack aircraft and a handful of MiG-21U trainers.
In order to rejuvenate the air arm, Tbilisi Aircraft Manufacturing (TAM), also known as JSC Tbilaviamsheni and formerly known as 31st aviation factory, started a modernization program for the Su-25, for the domestic forces but also for export customers. TAM had a long tradition of aircraft production within the Soviet Union. In the 1950s the factory started the production of Mikoyan's MiG-15 and later, the MiG-17 fighter aircraft. In 1957 Tbilisi Aircraft State Association built the MiG-21 two-seater fighter-trainer aircraft and its various derivative aircraft, continuing the MiG-21 production for about 25 years. At the same time the company was manufacturing the K-10 air-to-surface guided missile. Furthermore, the first Sukhoi Su-25 (known in the West as the "Frogfoot") close support aircraft took its maiden voyage from the runway of 31st aviation factory. Since then, more than 800 SU-25s had been delivered to customers worldwide. From the first SU-25 to the 1990s, JSC Tbilaviamsheni was the only manufacturer of this aircraft, and even after the fall of the Soviet Union the production lines were still intact and spares for more than fifty complete aircraft available. Along with the SU-25 aircraft 31st aviation factory also launched large-scale production of air-to-air R-60 and R-73 IR guided missiles, a production effort that built over 6,000 missiles a year and that lasted until the early 1990s. From 1996 to 1998 the factory also produced Su-25U two-seaters.
In 2001 the factory started, in partnership with Elbit Systems of Israel, upgrading basic Su-25 airframes to the Su-25KM “Scorpion” variant. This was just a technical update, however, intended for former Su-25 export customers who would upgrade their less potent Su-25K export aircraft with modern avionics. The prototype aircraft made its maiden flight on 18 April 2001 at Tbilisi in full Georgian Air Force markings. The aircraft used a standard Su-25 airframe, enhanced with advanced avionics including a glass cockpit, digital map generator, helmet-mounted display, computerized weapons system, complete mission pre-plan capability, and fully redundant backup modes. Performance enhancements included a highly accurate navigation system, pinpoint weapon delivery systems, all-weather and day/night performance, NATO compatibility, state-of-the art safety and survivability features, and advanced onboard debriefing capabilities complying with international requirements. The Su-25KM had the ability to use NATO-standard Mark 82 and Mark 83 laser-guided bombs and new air-to-air missiles, the short-range Vympel R-73. This upgrade extended service life of the Su-25 airframes for another decade.
There were, however, not many customers. Manufacturing was eventually stopped at the end of 2010, after Georgian air forces have been permanently dismissed and abolished. By that time, approximately 12 Scorpions had been produced, but the Georgian Air Force still used the basic models of Su-25 because of high cost of Su-25KM and because it was destined mainly for export. According to unofficial sources several Scorpions had been transferred to Turkmenistan as part of a trade deal.
In the meantime, another, more ambitious project took shape at Tbilisi Aircraft Manufacturing, too: With the help of Israel Aircraft Industries (IAI) the company started the development of a completely new attack aircraft, the TAM-1 “Gvelgeslas” (გველგესლას, Viper). It heavily relied on the year-long experience gathered with Su-25 production at Tblisi and on the tools at hand, but it was eventually a completely new aircraft – looking like a crossbreed between the Su-25 and the American A-10 with a T-tail.
This new layout had become necessary because the aircraft was to be powered by more modern, less noisy and more fuel-efficient Rolls Royce AE 3012 turbofan engines - which were originally intended to power the stillborn Yakovlev Yak-77 twin-engine business jet for up to 32 passengers, a slightly derated variant of the GMA 3012 with a 44 in diameter (112 cm) fan and procured via IAI from the United States through the company’s connection with Gulfstream Aerospace. Their larger diameter (the Su-25’s original Soyuz/Tumansky R-195 turbojets had a diameter of 109,5 cm/43.1 in) precluded the use of the former integral engine nacelles along the fuselage. To keep good ground clearance against FOD and to protect them from small arms fire, the engine layout was completely re-arranged. The fuselage was streamlined, and its internal structure was totally changed. The wings moved into a low position. The wings’ planform was almost identical to the Su-25’s, together with the characteristic tip-mounted “crocodile” air brakes. Just the leading edge inside of the “dogteeth” and the wing roots were re-designed, the latter because of the missing former engine nacelles. This resulted in a slightly increased net area, the original wingspan was retained. The bigger turbofans were then mounted in separate pods on short pylons along the rear fuselage, partly protected from below by the wings. Due to the jet efflux and the engines’ proximity to the stabilizers, these were re-located to the top of a deeper, reinforced fin for a T-tail arrangement.
Since the Su-25’s engine bays were now gone, the main landing gear had to be completely re-designed. Retracting them into the fuselage or into the relatively thin wings was not possible, TAM engineers settled upon a design that was very similar to the A-10: the aircraft received streamlined fairings, attached to the wings’ main spar, and positioned under the wings’ leading edges. The main legs were only semi-retractable; in flight, the wheels partly protruded from the fairings, but that hardly mattered from an aerodynamic point of view at the TAM-1’s subsonic operational speed. As a bonus they could still be used while retracted during emergency landings, improving the aircraft’s crash survivability.
Most flight and weapon avionics were procured from or via Elbit, including the Su-25KT’s modernized “glass cockpit”, and the TAM-1’s NATO compatibility was enhanced to appeal to a wider international export market. Beyond a total of eleven hardpoints under the wings and the fuselage for an external ordnance of up to 4.500 kg (9.900 lb), the TAM-1 was furthermore armed with an internal gun. Due to procurement issues, however, the Su-25’s original twin-barrel GSh-30-2 was replaced with an Oerlikon KDA 35mm cannon – a modern variant of the same cannon used in the German Gepard anti-aircraft tank, adapted to the use in an aircraft with a light-weight gun carriage. The KDA gun fired with a muzzle velocity of 1,440 m/s (4,700 ft/s) and a range of 5.500m, its rate of fire was typically 550 RPM. For the TAM-1, a unique feature from the SPAAG installation was adopted: the gun had two magazines, one with space for 200 rounds and another, smaller one for 50. The magazines could be filled with different types of ammunition, and the pilot was able select between them with a simple switch, adapting to the combat situation. Typical ammunition types were armor-piercing FAPDS rounds against hardened ground targets like tanks, and high explosive shells against soft ground targets and aircraft or helicopters, in a 3:1 ratio. Other ammunition types were available, too, and only 200 rounds were typically carried for balance reasons.
The TAM-1’s avionics included a SAGEM ULISS 81 INS, a Thomson-CSF VE-110 HUD, a TMV630 laser rangefinder in a modified nose and a TRT AHV 9 radio altimeter, with all avionics linked through a digital MIL-STD-1553B data bus and a modern “glass cockpit”. A HUD was standard, but an Elbit Systems DASH III HMD could be used by the pilot, too. The DASH GEN III was a wholly embedded design, closely integrated with the aircraft's weapon system, where the complete optical and position sensing coil package was built within the helmet (either the USAF standard HGU-55/P or the Israeli standard HGU-22/P), using a spherical visor to provide a collimated image to the pilot. A quick-disconnect wire powered the display and carried video drive signals to the helmet's Cathode Ray Tube (CRT).
The TAM-1’s development was long and protracted, though, primarily due to lack of resources and the fact that the Georgian air force was in an almost comatose state for several years, so that the potential prime customer for the TAM-1 was not officially available. However, the first TAM-1 prototype eventually made its maiden flight in September 2017. This was just in time, because the Georgian Air Force had formally been re-established in 2016, with plans for a major modernization and procurement program. Under the leadership of Georgian Minister of Defense Irakli Garibashvili the Air Force was re-prioritized and aircraft owned by the Georgian Air Force were being modernized and re-serviced after they were left abandoned for 4 years. This program lasted until 2020. In order to become more independent from foreign sources and support its domestic aircraft industry, the Georgian Air Force eventually ordered eight TAM-1s as Su-25K replacements, which would operate alongside a handful of modernized Su-25KMs from national stock. In the meantime, the new type also attained interest from abroad, e. g. from Bulgaria, the Congo and Cyprus. The IDF thoroughly tested two early production TAM-1s of the Georgian Air Force in 2018, too.
General characteristics:
Crew: 1
Length: 15.53 m (50 ft 11 in), including pitot
Wingspan: 14.36 m (47 ft 1 in)
Height: 4.8 m (15 ft 9 in)
Wing area: 35.2 m² (378 sq ft)
Empty weight: 9,800 kg (21,605 lb)
Gross weight: 14,440 kg (31,835 lb)
Max takeoff weight: 19,300 kg (42,549 lb)
Powerplant:
2× Rolls-Royce AE 3012 turbofans with 44.1 kN (9,920 lbf) thrust each
Performance:
Maximum speed: 975 km/h (606 mph, 526 kn, Mach 0.79)
Range: 1.000 km (620 mi, 540 nmi) with internal fuel, clean
Combat range: 750 km (470 mi, 400 nmi) at sea level with 4.500 kg (9,911 lb) of ordnance,
incl. two external fuel tanks
Service ceiling: 7.800 m (25,550 ft)
g limits: +6.5
Rate of climb: 58 m/s (11,400 ft/min)
Armament:
1× 35 mm (1.38 in) Oerlikon KDA cannon with 200 rds in two magazines
under the lower forward fuselage, offset to port side.
11× hardpoints with a capacity of up to 4.500 kg (9,911 lb) of external stores
The kit and its assembly:
This rather rigorous conversion had been on my project list for many years, and with the “Gunships” group build at whatifmodellers.com in late 2021 I eventually gathered my mojo to tackle it. The ingredients had already been procured long ago, but there are ideas that make you think twice before you take action…
This build was somewhat inspired by a CG rendition of a modified Su-25 that I came across while doing online search for potential ideas, running under the moniker “Su-125”, apparently created by someone called “Bispro” and published at DeviantArt in 2010; check this: (www.deviantart.com/bispro/art/Sukhoi-Su-125-Foghorn-15043...). The rendition shows a Su-25 with its engines re-located to the rear fuselage in separate nacelles, much like an A-10, plus a T-tail. However, as many photoshopped aircraft, the shown concept had IMHO some flaws. Where would a landing gear go, as the Su-125 still had shoulder wings? The engines’ position and size also looked fishy to me, quite small/narrow and very far high and back – I had doubts concerning the center of gravity. Nevertheless, I liked the idea, and the idea of an “A-10-esque remix” of the classic Frogfoot was born.
This idea was fueled even further when I found out that the Hobbycraft kit lends itself to such a conversion. The kit itself is not a brilliant Su-25 rendition, there are certainly better models of the aircraft in 1:72. However, what spoke for the kit as whiffing fodder was/is the fact that it is quite cheap (righteously so!) and AFAIK the only offering that comes with separate engine nacelles. These are attached to a completely independent central fuselage, and this avoids massive bodywork that would be necessary (if possible at all) with more conventional kits of this aircraft.
Another beneficial design feature is that the wing roots are an integral part of the original engine nacelles, forming their top side up to the fuselage spine. Through this, the original wingspan could be retained even without the nacelles, no wing extension would be necessary to retain the original proportions.
Work started with the central fuselage and the cockpit tub, which received a different (better) armored ejection seat and a pilot figure; the canopy remained unmodified and closed, because representing the model with an open cockpit would have required additional major body work on the spinal area behind the canopy. Inside, a new dashboard (from an Italeri BAe Hawk) was added, too – the original instrument panel is just a flat front bulkhead, there’s no space for the pilot to place the legs underneath the dashboard!
In parallel, the fin underwent major surgery. I initially considered an A-10-ish twin tail, but the Su-25’s high “tail stinger” prevented its implementation: the jet efflux would come very close to the tail surfaces. So, I went for something similar to the “Su-125” layout.
Mounting the OOB stabilizers to the fin was challenging, though. The fin lost its di-electric tip fairing, and it was cut into two sections, so that the tip would become long enough to match the stabilizers. A lucky find in the scrap box was a leftover tail tip from a Matchbox Blackburn Buccaneer, already shortened from a former, stillborn project: it had now the perfect length to take the Su-25 stabilizers! To make it fit on the fin, an 8mm deep section was inserted, in the form of a simple 1.5mm styrene sheet strip. Once dry, the surface was re-built with several PSR layers. Since it would sit further back on the new aircraft’s tail, the stinger with a RHAWS sensor was shortened.
On the fuselage, the attachment points for the wings and the engine nacelles were PSRed away and the front section filled with lots of lead beads, hoping that it would be enough to keep the model’s nose down.
Even though the wings had a proper span for a re-location into a low position, they still needed some attention: at the roots, there’s a ~1cm wide section without sweep (the area which would normally cover the original engine nacelles’ tops). This was mended through triangular 1.5 mm styrene wedges that extended the leading-edge sweep, roughly cut into shape once attached and later PSRed into the wings’ surfaces
The next construction site were the new landing gear attachment points. This had caused some serious headaches – where do you place and stow it? With new, low wings settled, the wings were the only logical place. But the wings were too thin to suitably take the retracted wheels, and, following the idea of a retrofitted existing design, I decided to adopt the A-10’s solution of nacelles into which the landing gear retracts forward, with the wheels still partly showing. This layout option appears quite plausible, since it would be a “graft-on” solution, and it also has the benefit of leaving lots of space for underwing stores, since the hardpoints’ position had to be modified now, too.
I was lucky to have a pair of A-10 landing gear nacelles at hand, left over from a wrecked Matchbox model from childhood time (the parts are probably 35 years old!). They were simply cut out, glued to the Su-25 wings and PSRed into shape. The result looked really good!
At this point I had to decide the model’s overall layout – where to place the wings, the tail and the new engine nacelles. The latter were not 1:72 A-10 transplants. I had some spare engine pods from the aforementioned Matchbox wreck, but these looked too rough and toylike for my taste. They were furthermore too bulky for the Su-25, which is markedly smaller than an A-10, so I had to look elsewhere. As a neat alternative for this project, I had already procured many moons ago a set of 1:144 resin PS-90A engines from a Russian company called “A.M.U.R. Reaver”, originally intended for a Tu-204 airliner or an Il-76 transport aircraft. These turbofan nacelles not only look very much like A-10 nacelles, just a bit smaller and more elegant, they are among the best resin aftermarket parts I have ever encountered: almost no flash, crisp molding, no bubbles, and perfect fit of the parts – WOW!
With these three elements at hand I was able to define the wings’ position, based on the tail, and from that the nacelles’ location, relative to the wings and the fin.
The next challenge: how to attach the new engines to the fuselage? The PS-90A engines came without pylons, so I had to improvise. I eventually found suitable pylons in the form of parts from F-14A underwing missile pylons, left over from an Italeri kit. Some major tailoring was necessary to find a proper position on the nacelles and on the fuselage, and PSRing these parts turned out to be quite difficult because of the tight and labyrinthine space.
When the engines were in place, work shifted towards the model’s underside. The landing gear was fully replaced. I initially wanted to retain the front wheel leg and the main wheels but found that the low wings would not allow a good ground clearance for underwing stores and re-arming the aircraft, a slightly taller solution was necessary. I eventually found a complete landing gear set in the scrap box, even though I am not certain to which aircraft it once belonged? I guess that the front wheel came from a Hasegawa RA-5C Vigilante, while the main gear and the wheels once belonged to an Italeri F-14A, alle struts were slightly shortened. The resulting stance is still a bit stalky, but an A-10 is also quite tall – this is just not so obvious because of the aircraft’s sheer size.
Due to the low wings and the landing gear pods, the Su-25’s hardpoints had to be re-arranged, and this eventually led to a layout very similar to the A-10. I gave the aircraft a pair of pylons inside of the pods, plus three hardpoints under the fuselage, even though all of these would only be used when slim ordnance was carried. I just fitted the outer pair. Outside of the landing gear fairings there would have been enough space for the Frogfoot’s original four outer for pylons, but I found this to be a little too much. So I gave it “just” three, with more space between them.
The respective ordnance is a mix for a CAS mission with dedicated and occasional targets. It consists of:
- Drop tanks under the inner wings (left over from a Bilek Su-17/22 kit)
- A pair of B-8M1 FFAR pods under the fuselage (from a vintage Mastercraft USSR weapon set)
- Two MERs with four 200 kg bombs each, mounted on the pylons outside of the landing gear (the odd MERs came from a Special Hobby IDF SMB-2 Super Mystère kit, the bombs are actually 1:100 USAF 750 lb bombs from a Tamiya F-105 Thunderchief in that scale)
- Four CBU-100 Rockeye Mk. II cluster bombs on the outer stations (from two Italeri USA/NATO weapon sets, each only offers a pair of these)
Yes, it’s a mix of Russian and NATO ordnance – but, like the real Georgian Su-25KM “Scorpion” upgrade, the TAM-1 would certainly be able to carry the same or even a wider mix, thanks to modified bomb racks and wirings. Esp. “dumb” weapons, which do not call for special targeting and guidance avionics, are qualified.
The gun under the nose was replaced with a piece from a hollow steel needle.
Painting and markings:
Nothing unusual here. I considered some more “exotic” options, but eventually settled for a “conservative” Soviet/Russian-style four-tone tactical camouflage, something that “normal” Su-25s would carry, too.
The disruptive pattern was adapted from a Macedonian Frogfoot but underwent some changes due to the T-tail and the engine nacelles. The basic tones were Humbrol 119 (RAF Light Earth), 150 (Forest Green), 195 (Chrome Oxide Green, RAL 6020) and 98 (Chocolate) on the upper surfaces and RLM78 from (Modelmaster #2087) from below, with a relatively low waterline, due to the low-set wings.
As usual, the model received a light black ink washing and some post-shading – especially on the hull and on the fin, where many details had either disappeared under PSR or were simply not there at all.
The landing gear and the lower areas of the cockpit were painted in light grey (Humbrol 64), while the upper cockpit sections were painted with bright turquoise (Modelmaster #2135). The wheel hubs were painted in bright green (Humbrol 101), while some di-electric fairings received a slightly less intense tone (Humbrol 2). A few of these flat fairings on the hull were furthermore created with green decal sheet material (from TL Modellbau) to avoid masking and corrections with paint.
The tactical markings became minimal, matching the look of late Georgian Su-25s. The roundels came from a Balkan Models Frogfoot sheet. The “07” was taken from a Blue Rider decal sheet, it actually belongs to a Lithuanian An-2. Some white stencils from generic MiG-21 and Mi-8 Begemot sheets were added, too, and some small markings were just painted onto the hull with yellow.
Some soot stains around the jet nozzles and the gun were added with graphite, and finally the kit was sealed with a coat of matt acrylic varnish.
A major bodywork project – and it’s weird that this is basically just a conversion of a stock kit and no kitbashing. A true Frogfoot remix! The new engines were the biggest “outsourced” addition, the A-10 landing gear fairings were a lucky find in the scrap box, and the rest is quite generic and could have looked differently. The result is impressive and balanced, though, the fictional TAM-1 looks quite plausible. The landing gear turned out to be a bit tall and stalky, though, making the aircraft look smaller on the ground than it actually is – but I left it that way.
Bangladeshi commandos board a U.S. Air Force C-130H aircraft at Sylhet International Airport, Bangladesh, before conducting a personnel airdrop mission during Exercise COPE SOUTH, Jan. 24, 2015. COPE SOUTH helps cultivate common bonds, foster goodwill and improve readiness and compatibility between members of the Bangladesh and U.S. Air Forces. (U.S. Air Force photo by 1st Lt. Jake Bailey/Released)
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Me and my 2 Wives
Thanks to their love
devotion emotions
I thrive
To give them happiness
I completely strive
Without their compatibility
equality I would have not
survived both are 3 months
pregnant we happily wait
for our children to arrive
the tale of a street poet
his two wives zest and drive
moments held in an archive ..
lovingly passionately I call them
Sugar and Spice one of them in green
was my spiritual teacher adviser slender
swan like neck kohl laden eyes ..among
the two she was highly intelligent wise
the other one had the gift of the gab
her movements alluring like a vestal virgin
from paradise ...i did my nikah twice ...
alas love is a double loaded dice ,,,
love certainly is not a merchandise