View allAll Photos Tagged Compatibility
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
Black and white Power Miner helmets! Eh, it's a different look.
They are made by Gudi. Quality is pretty ....decent, they look and feel like Lego pieces. Visors shown are Lego, and work with these helmets. Compatibility is okay but Gudi visors are of a noticeably lower quality.
via
With February—the love month—looming around the corner, many guys are probably running over this topic in their heads: how to get a girlfriend
Seduction tips
In the modern dating world, questions like this are very tricky. Dating ins and outs are constantly changing, with social media and the internet as the main reason for the constant flux. Online dating is the new trend. Dating apps are very popular.
Generally, it’s difficult to find a sweetheart among the many fish in the sea. Worry not, though, as it is a guaranteed fact that there are still reliable ways on how to get a girl.
Tackling the issue of how to get a girlfriend is tackling the issue of the best places to meet women. There are no surefire locations, but there are places that are natural dating pools.
One of the best places to meet women is in a college or university. Universities house women from all over, from different states, cultures and races. College is the time to fall in love. It is also the time to broaden your dating horizons. Even in graduate school, universities will always serve as a dependable dating pool.
Another nifty place to meet women would be cafes and coffeehouses. Cafes are spots to relax and chill after a long day at work. The ambience and the soothing, positive vibe inside cafes may ease women into being more welcoming and warm.
Finally, having a hobby or joining a club is also a good way to run into potential sweethearts. As an added bonus, women that guys meet at these places in all likelihood share their interests.
Operating under the assumption that a guy already has a love interest in mind, the rest of the article will now focus on how to get a girlfriend.
First and foremost, the key to winning a girl over is being knowledgeable in the art of making a good first impression. First impressions play a big role in the dating world. Knowing how to approach a girl properly already takes guys halfway through to landing that relationship.
Making a good first impression starts with self-discipline. Practice personal grooming and maintain good hygiene. Personal grooming does not necessarily mean dressing up in designer clothing or wearing the perfect cosmetics. Good hygiene simply means taking care of oneself as one should.
Appearance affects how other people react to you. If guys wish to get a girlfriend, then they should strive for a positive reaction from their love interest.
Of course, appearance can only do so much. Personality and character come in next. After a guy catches the attention of the girl through his pleasing appearance, he now has to sustain that initial attraction by proving that he has something more to offer aside from his good looks.
It’s important to practice being a good conversationalist. You cannot get a girlfriend if you have no clue on how to talk to a girl. Men need to thread carefully when trying to start a conservation. Try not to seem too eager and keep a cool attitude.
Good conversationalists are adept at using body language to their advantage. So smile—no one can go wrong with smiling. It makes a person seem more open and welcoming. Girls are going to be more comfortable when talking to someone with a cheery face.
Eye contact is also a great flirting weapon. Prolonged eye contact expresses interest. Get a girl’s attention, smile cheerily at her, then hold your gaze. It will definitely express romantic interest. Eye contact is vital to picking up women.
What attracts women
Once it’s out in the open that there is a spark budding, it’s time for the flirting tips. Picking up women is not as easy as men think it would be. Each girl is different: different likes and dislikes, and different tastes in men.
There is no one way on how to pick up girls. In light of this, the best flirting advice is this: get to know the girl. This is fundamental to dating. It’s the basics, the ABCs. Familiarizing yourself with the unique traits of your love interest greatly increases your chances of getting the girl.
The next step is how to get a date. Asking a girl out is probably the hardest part of the dating game. Guys should take the time to get to know their love interest before asking them out to make the process easier. It helps in picking out a time and place for the date. It also aids in getting the details right: what flowers she’d like, or what food she’d definitely enjoy.
The first date is a crucial time to gauge expectations and compatibility with each other. Keep an open mind. Do not tell lies. Listen to each other. And most importantly, have a good time. Honesty and being genuine is what will surely land guys their second date, and in the long run, a relationship.
Overall, there is no surefire guide or walkthrough on how to get the girl. Trying to create a meaningful relationship and make it work takes a lot of effort, but effort will always lead to good results.
howtogetagirltolikeyouguide.com/winning-over-a-love-inter...
It's official.... just ordered and paid everything.....pfffff
Exciting times.....
My trusty and fast MacPro is going to be replaced by something we decided to call.... Project Goliath (key heavy metal music riff).
Now this doesn't mean I'm MacFanBoy Off.... love their products. But in all honesty I'm afraid I won't be able to afford the MacPro that I need when/if Apple is going to release it.
Also the machine like I build it now (going to build) is easily upgradable and not even at full capacity. So you probably want to know what we got right?
Well we will also show everything in our vlog, but here are some keyelements.
Asus X99-Rog mainboard with USB-c
Intel i7 8 core 6900 CPU 4Ghz
32GB Corsair memory DDR4 Vengeance
Plextor SSD 512GB promising 2300/1300 read write.
Asus GTX1080 Turbo video
HX1200i Pro Platinum powersupply Corsair
Corsair tower with airflow
Keyboard will be the Mac keyboard and the magic touchpad from Apple with custom drivers which promise to work great, so I'm curious to see this.
I will be using Paragons HFS+ to keep full compatibility with the rest of the Macs here and .... well the rest we will see.
By the way... don't you just love this case :D
Hi Culties & Spookies, More Weekly Sales for your shopping pleasure!
★ For Crafty Weekend Sale ★ Levanna ★ ★ For Hot Drop Weekend ★ Camellia ★
★ Rigged For ★ Legacy F ★ MaitreyaX ★ 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 ★
The new REBIRTH RoX head series include features never seen before in other heads.
In addition to common features like HD layers, RoX heads innovate with features like :
- Brand new FX layers to play with amazing effects or create your owns with the devkit inworld.
- Moods that include original and customizable sound FX with your own sounds (devkit available in the store).
- Animations synchronized with the smile FX for an even more realistic effects.
- Revolutionary "2kBOM" skins with realistic FULL 2048 px rendering and easy to design with an evoX compatibility (devkit available in the store and on rebirth-sl.com/).
- Themed heads with cross-compatibility content for all other RoX heads to create an original collection and mix styles.
- 2 neck versions of the head to fit most bodies, male or female. RoX head are easy to shape and very versatile, so you can build a female or male avatar with each head.
- RoX packs contain an unprecedented quantity of items to spend hours in customization.
Locations:
French Touch event
maps.secondlife.com/secondlife/Scheveningen/232/226/23
Rebirth Heads Store
♥ Full Version One ♥
Marketplace Here: marketplace.secondlife.com/p/GH-Farrah-Sweater-Fatpack/17...
Inworld Here: maps.secondlife.com/secondlife/Cevedale/45/70/22
Classic Alpha is included - BOM compatibility not tested*
Includes Exclusive Textures
Please Always Test your demo!
♥ Maitreya
♥ Slink Hourglass
♥ Slink Physique
♥ TMP
♥ Belleza Venus
♥ Belleza Freya
♥ Belleza Isis
♥ Classic Avatar (XXS - L)
♥ eBODY Curvy
♥ eBODY Classic
Materials Enhanced Motifs
The hex stands--both the 2S and 4S versions--are exactly one plate tall, and from flat to flat are exactly three studs long. As you can see, they can be stacked with plates and used as a building element--everything lines up.
The only significant limitation is that since the angled sides lack the (horribly ugly) sawtooth gaps typical of wedge plates, those sides can't be fitted over studs--you'd need to use tiles beneath those edges, like you would with many of the wing plates.
Since the primary purpose of these stands is for gaming and display, that's a compromise I'm willing to accept for the sake of aesthetics.
Sequence compatibility firing of the two stages of Gemini Launch Vehicle 1 (GLV-1) at Launch Complex 19 (LC-19):
At last, on 21 January 1964, the third attempt of the sequenced compatibility firing of both stages of GLV-1 overcame some minor problems and delays to demonstrate the whole sequence of fueling, countdown, ignition/shutoff commands, guidance control, and telemetry. First-stage engines fired for 30 seconds and cut off. The second-stage ignited and fired for 30 seconds, halted by radio signal from the ground computer as in actual flight. Sequenced compatibility firing proved that the engines delivered the required thrust and gimbaled properly. This static firing, the only one performed on a Gemini launch vehicle, met all prelaunch standards.
Who knew?!
Another view available at:
history.nasa.gov/SP-4002/p2b.htm
Specifically:
history.nasa.gov/SP-4002/images/fig66.jpg
From NASA SP-4002/“Project Gemini - A Chronology, Part 2 (A):
“December 31
The two stages of Gemini launch vehicle 1, standing side by side on complex 19, completed the Combined Systems Test (CST) in preparation for Sequence Compatibility Firing (SCF). CST had been scheduled for December 13 but was delayed by late completion of the complex support systems for operational compatibility with the launch vehicle. The Wet Mock Simulated Flight for SCF was successfully completed January 7, 1964. The SCF scheduled for January 10 was discontinued at T-20 and rescheduled for January 14, when cold weather forced cancellation of the test. The SCF, a static firing of the stage I and stage II engines, was successfully conducted on January 21. Stage II erection in tandem followed on January 31.”
Additional interesting and pertinent discussion:
Inside the pack:
Maitreya Body app
Omega System app
Signature Body app
available in three shades
Check the compatibility of your body.
---------------------------------
The omega system is compatible with all bodies, as long as you have in your inventory the omega system compatible with your body type.
-----------------------------------------
CHECK COMPATIBILITY
Strathclyde Partnership for Transport (SPT) unveiled a £200m contract with Stadler and Ansaldo STS in 2016 for modernisation of the Subway, including new rolling stock. These trains are expected to enter service after the modernisation is complete in 2020.
17 new trains will be built: these will feature the potential for driverless operation, as well as wider gangways for wheelchairs, and compatibility with platform screen doors.The new trains will be the same length and size as the current trains, but will be made up of 4 carriages rather than the present 3.The new trains were first shown to the public at InnoTrans 2018.
Thank You very much for watching my Clash of Clans 3 Star War Attacks video. I always enjoy showcasing strong 3 Star Attacks to you. Become a better attacker by individual tutorials on the bases u need most help. How to Attacks on Different Bases on coc . Its Easy to attacks on Different Bases by by the valkyrie attack , bowler attack , hog attack , balloon attack and other attack. You won't find this content anywhere!!!! Plz Like And Follow Me on : Facebook : bit.ly/2kgoVBn Twitter : bit.ly/2jsmjfF Trumblr : bit.ly/2kgHqpC Check out my latest Clash of Clans 3 Star War Attacks. Playlists sharing the best attack strategy at TH8, TH9, TH10 : Best TH 10 War Strategy Playlist : bit.ly/2k6e4rv Best TH 9 War Strategy Playlist : bit.ly/2jjoF4Z Best TH 8 War Strategy Playlist : bit.ly/2kBSWt3 Subscribe to Clash of clans 3 star attacks ( bit.ly/2jKSzvl ) for more 3 star attacks for Clan Wars and updates for Clash of Clans tutorials, strategy guides, updates, replays and tips and tricks for all of your Clash of Clans Town Hall levels. Developer: Supercell Category: Games Updated: April 20, 2016 Size: 59 MB Languages: English, Simplified Chinese, Traditional Chinese, Italiano, Español, Français, Deutsch, Nederlands, Norsk, Português, Türkçe, ???, ???, P?????? © 2012, 2013, 2014,2015,2016 Supercell Rated 9+ for the following: Infrequent/Mild Cartoon or Fantasy Violence Compatibility: Requires iOS 4.3 or later. Compatible with iPhone, iPad, and iPod touch. This app is optimized for iPhone 6, iPhone 6s, and iPhone 6s Plus. I Just Show You Max Town Hall 7, Max Town Hall 8 , Max Town Hall 9, Max Town Hall 10, Max Town Hall 11 Attacks Strategy. Trust me. Its Easy. I wanna show you how Attack perfectly . And get 3 star Simply. Lot of Friend's requests to see raids with low level heroes 3 star bases I have some with low level to mid level heroes to show you guys. I Will Show How To Get 3 Star on Popular War Base, Square Base, Ring Base, Internet Base. I love Gaint, Wizard, Goblin, Bowler, dragons, valkyries to use. Hope you enjoy! Plz SUBSCRIBE My Channel . Keep Watching Thank you very much for all the love and Support!!! Bringing to you: coc base layout | clash of clans base layout | coc attack strategy | clash of clans war strategy | Clash of Clans Gameplay | Clash of Clans Clan Wars| Clash of Clans Defense | Clash of Clans Wars Raids ---------------------------------------------------------------------------------------- Attack Strategies: try out the latest and greatest clan war attack strategies and hope useful for everyone..
Thumbs down, TLG. Outrageously small device list - not compatible with my Galaxy Note 3.
The Note 3 is one of the best selling non-apple devices EVER. Why no support?
The displaying of this photo is not necessarily an endorsement or a recommendation of this gear combination. FUJIFILM X-S1 on no Zoom with an attached Raynox DCR-2025PRO 2.2x Super Telephoto Conversion Lens. FUJIFILM and /or Raynox may be contacted for the compatibility of this gear combination.
1 UNCOMPROMISING IMAGE QUALITY
2 COMPATIBILITY AS A MATTER OF PRINCIPLE
3 ENDURING PERFORMANCE AND VALUE
4 SILENCE AND DISCRETION
5 SPEED AND FLEXIBILITY
6 COMPLETE CONTROL OF ALL PICTURE PARAMETERS
With its extremely high-resolution image sensor in full-frame 35-mm format and cutting-edge image-processing system, the Leica M9 is uncompromisingly dedicated to capturing images of the very highest quality. The photographer may choose between image storage in JPEG format for fast processing, or as raw data in DNG format that supports a multitude of post-processing options. Alternatively, both formats may be stored simultaneously. In the DNG format, photo- graphers may also choose between a compressed, but faster and greater space-saving option, or an uncompressed version that preserves maximum image quality.
Of course the Leica M9 offers photographers access to the complete Leica M lens system lenses, long acclaimed by experts and users as the best in the world. Its development began in 1954, and the M-System has been continually advanced and improved ever since. The high-resolution, full-format image sensor of the M9 fully exploits the performance of legendary Leica lenses from corner to corner.
It is hardly unusual that a Leica, once owned, becomes a lifelong companion. This also applies to the digital M9: Its closed, full-metal housing, crafted from a high-strength magnesium alloy, and its top deck and bottom plate machined from large blocks of brass, provide perfect protec- tion for its precious inner mechanisms. The digital components and shutter assembly of the M9 are similarly constructed with endurance in mind. Free firmware updates ensure that the camera benefits from the latest technology. In short: The Leica M9 is an investment for a lifetime.
Discretion and unobtrusiveness are particular strengths of the M-system. In operation, the shutter of the M9 is as quiet as a whisper. An extremely low noise level when cocking the shutter is ensured by a sophisticated motor and gearing system. In discreet mode, the shutter is only cocked after the photographer‘s finger is lifted from the shutter release button when, for instance, the camera is concealed under a jacket. When shooting handheld at long exposure times, or whenever extreme steadiness is essential, slight pressure on the shutter release button in ‘soft release’ mode is sufficient to trigger the camera. In addition to these advantages, the fact that the combination of camera and lens is significantly more compact than any other full-frame camera system contributes to the fact that M photographers are frequently unnoticed and often simply blend into the background.
The Leica M9 adapts to its intended uses in a seamlessly flexible manner. Its sensitivity ranges from ISO 80 for wide-open apertures on bright days to ISO 2500 for low-light image capture. Very low noise levels and finely detailed images are achieved throughout the sensitivity range, even at the highest ISO settings. Very low image noise characteristics, an extremely bright viewfinder/rangefinder, low-vibration shutter and the availability of super fast lenses make the M9 the perfect camera for available-light photography.
The Leica M9 aids photographers with automatic functions whenever they’re required, but it never dictates how to shoot or interferes with the picture-taking process. Depending on the light level, the automatic ISO shift function increases the sensitivity of the camera as soon as the shutter speed falls below a hand-holdable value. At the same time, it also limits the shift to a maximum value determined by the photographer. This means that correct exposure without camera shake and the lowest possible sensitivity is always available to guarantee the best possible image quality in all situations. In addition, the M9 also offers automatic exposure bracketing with a user-selectable number of shots and exposure increments. This function ensures that even high-contrast subjects are perfectly captured.
Like every M camera of the past half century, the M9 is concentrated, by design, on the most photographically relevant functions. Its manual focusing – based on the combined viewfinder and rangefinder concept – and aperture priority exposure mode enable photographers to achieve maximum creative expression without imposing any limitations on their creative freedom. In combination with the 2.5-inch LCD monitor on the back, the simple, intuitive menu navigation system controlled by only a few buttons ensures rapid access to the entire range of camera functions.
7 FULL FRAME 24 × 36 MM – WITHOUT ANY COMPROMISES
8 OPTIMIZED SENSOR
9 INTUITIVE CONTROLS
10 ALL INFORMATION AT THE PUSH
OF A BUTTON
The CCD image sensor in the M9 was specifically designed and developed for this camera and offers full 35-mm film format without any compromises. All M lenses mounted on the M9 offer the same exact angle of view they had when shooting film material and therefore can now be used to an optimum effect. In other words, all the outstanding characteristics of Leica M lenses are now fully maintained for digital photography as well. In short, the high resolution and superior image quality of the M9 has the ability to fully exploit the enormous potential of M lenses.
In the case of the M9, it wasn’t a matter of modifying the lenses to match the image sensor, but rather the other way around. Our dedication to further developing the image sensor has resulted in a component perfectly matched to its intended role in the very compact M-System as well as to the performance of M lenses. The special layout of the micro lenses found in the M9 sensor makes it tolerant of oblique light rays impinging on its surface, thus assuring uniform exposure and extreme sharpness from corner to corner in every image. As a result, future Leica M lenses can be designed and optimized with uncompromising dedication to the achievement of the highest performance and compact construction. A newly developed sensor filter ensures the suppression of undesirable infrared light. The conscious decision to do without a moiré filter, a cause of image deterioration through loss of resolution, ensures maximum resolution of fine detail. The optimized signal-noise ratio of the CCD image sensor reduces the need for digital post-processing and ensures that M9 images possess an unrivaled and natural visual impact.
The key control element of the M9 is an intuitive four-way switch and dial combination used in conjunction with the 2.5-inch LCD monitor on the back. To set the ISO sensitivity, simply maintain light pressure on the ISO button while simultaneously turning the dial to select the required setting. All other functions important for everyday situations are quickly and easily accessible by pressing the set button: white balance, image-data compression, resolution, exposure correction, exposure bracketing, and programmable user profiles. The user profiles can be programmed with any combination of camera and shooting settings, stored under an assigned name, and accessed quickly whenever required for a particular situation. An additional pre-defined snapshot profile is also available. In snapshot mode, the M9 automa- tically sets as many settings as possible, thus providing a valuable aid to spontaneous and discreet photography. All other functions – from automatic lens recognition via six-bit lens- mount coding and selection of the required color space to cleaning of the sensor – are easily found in the clearly arranged main camera menu.
Pressing the “info” button in shooting mode displays the precise charge level of the battery, the remaining number of frames on the installed memory card, and the most important basic shooting settings, for example the shutter speed, on the camera’s brilliant 2.5-inch LCD monitor. In image-view mode, users can switch between an image-only view (with a zoom option up to single pixel level) or access other information by simply turning the dial. The available data includes information on the ISO sensitivity setting and shutter speed in use, plus a precise histogram display.
The Leica M9 embodies the heritage and amassed experience of more than five decades of the M-System. It is also, simultaneously, a digital system camera at the absolute pinnacle of modern technology. For Leica designers, photography has always been their prime concern – whether film or digital. The combination of an extremely efficient image sensor, the latest digital components, and the classic viewfinder/rangefinder principle – consistently optimized over many years – make the Leica M9 absolutely unique in all the world.
1
WORKFLOW SOFTWARE IS INCLUDED
The digital image processing workflow solution Adobe® Photoshop® Lightroom® is included in the M9 package.
The M9 is supplied complete with Adobe® Photoshop® Lightroom®, a professional digital work- flow solution for Apple Mac® OS X and Microsoft Windows®. The software is available as a free of charge online download for all Leica M9 customers. This also ensures that the latest release is always readily available. Adobe® Photoshop® Lightroom® offers a vast range of functions for the administration, processing, and exporting of digital images. If the images from the M9 are saved as raw data in the standardized and future-proof Adobe Digital Negative Format (DNG), then the sophisticated and precise processing options of Adobe® Photoshop® Lightroom® guarantee direct and extremely high-quality image processing with maximum image quality. At the same time, the 16-bit per channel color information captured by the image sensor is maintained throughout the processing workflow from image import to image export, ensuring that the most delicate tonal differentiations are preserved in maximum quality after completion of the post-processing sequence.
The Leica M9 can display a precise RGB tonal value histogram of the captured image after each shot, and also offers optional integration of the histogram in the automatic image view display. The clipping warning display over- and underexposed zones in each image, warning the photographer of potentially unusable images. An innovative feature is that the histogram is recalculated every time a new part of the image is viewed, thus enabling a precise quality assessment of small image areas and even the finest image details.
Hi Culties & Spookies, time for even more sales for your Sunday Leisure!!
★ Item ★ The Bobby boots are low cute and Unisex with a western vibe!
★ marketplace.secondlife.com/p/CULT-Bobby-Fatpack/26855406
★ Rigged For ★ Maitreya-X ★ Legacy F ★ Reborn ★ Kupra ★ Gen-X ★ Lara ★ Legacy M ★ Jake ★ Gianni ★
★ Kario ★
★ 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 ★
LEXUS MESH DRESS
⊡ 75L Weekend sale
☰ Items Included:Color Hud
⋮ 12 Colors
☰ Compatibility with:
☑ Maitreya ☑ Belleza (All) ☑ Slink (All) ☑ Ebody (Curvy) ☑ Tonic (All) ☑ Legacy ☑ Altamura ☑ Signature ☑ StarBody
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 ★
SONY a6300 APS-C : amzn.to/2bYD0xU SONY 24-70 F4 Zeiss Lens: amzn.to/2bJXyep hunter.report Ultimate 4K movie recording5 and more The α6300 offers internal 4K recording5 in Super 35mm format with full pixel readout, no pixel binning and 2.4x oversampling for the ultimate movie quality. By collecting 20 megapixels (6K equivalent) of information, which is approximately 2.4x as many pixels as 4K, the α6300 then oversamples the information to produce high quality 4K footage with exceptional detail and depth. Additional professional video features include; S-Gamut3/S-Log3 and Gamma Display Assist, the ability to record Full HD at 120 fps for 4x or 5x slow motion HD video, both a mic jack and XLR compatibility via the MI shoe, enhanced Zebra functionality, picture profile settings, as well as Time Code / User Bit, clean HDMI output and much more. 2.4-million dot XGA OLED Tru-Finder w/ fast tracking 120Hz. The α6300 is equipped with a high contrast, high-resolution XGA OLED Tru-Finder with approximately 2.4 million dots that offers exceptional corner-to-corner visibility. There is also a new mode available for the viewfinder that allows display of images at 120Hz, ensuring that action is displayed smoothly with very few afterimages for the sense of immediacy you get when shooting with an optical viewfinder, making subject tracking through the Tru-finder easier than ever. Enhanced Operability and Ergonomics The α6300 is equipped with an extremely solid magnesium alloy body that’s dust and moisture resistant for extreme conditions. The robust lens mount and refined grip makes it easier to shoot with larger heavier lenses, while the new 2.4-million dot XGA OLED Tru-Finder with selectable 60fps/120fps refresh rates allow for faster subject tracking. The α6300 can be customized to fit nearly any shooting style or preferences with one of 65 different functions that can be assigned to one of the 10 customizable buttons. A new shutter release button and mode dial with improved operability add to the refined shooting experience. Features Wi-Fi/NFC/QR code for easy file transfer and remote control Easily connect with NFC or QR code (for non-NFC devices) to smartphones or tablets with the built-in Wi-Fi and Sony’s PlayMemories Mobile application available for Android and iOS platforms. Control your camera or transfer files to your device for fast and easy sharing without the need of a computer. It also supports Sony’s growing range of PlayMemories Camera Apps, which add a variety of creative capabilities to the camera. Then when you’re done, you can use the free software to sort and manage your stills and video with PlayMemories Home or edit your RAW file with either Sony’s Image Data Converter or Capture One Express (for Sony). Focal plane phase-detection AF with A-mount lenses10 The α6300 offers focal plane phase-detection autofocus with A-mount lenses10 that have SSM (Super Sonic wave Motor) or SAM (Smooth Autofocus Motor) and by using a LA-E3 or LA-EA1 (APS C format with LA-EA1) lens mount adaptor. You can take advantage of the wide AF coverage of 425 focal plane phase-detection AF points, high-speed response, high tracking capability and high optical performance of A-mount lenses. 4x/5x slow motion recording at 120fps Full HD Capture high-quality Full HD* footage at 120fps high-speed shooting with a high bit rate up to 100Mbps. The camera can record 4x/5x slow motion movies internally when the frame rate is set at 30p or 24p or use the 120fps footage to edit into slow motion later on. Features High-bit-rate XAVC S format for 4K recording The consumer friendly XAVC S format6 supports 4K recording at maximum 100Mbps bit rate as well as Full HD recording at 50Mbps, so the α6300 can capture movies6 filled with finely detailed movement. For efficient handling, XAVC S files are minimized in size using Long GOP data compression, and contained in the widely compatible MPEG-4 AVC/H.264 format. 3-inch LCD screen tilts up and down for easy high and low-angle framing. The tiltable 3-inch (921k dots) LCD Display makes it easy to photograph over crowds, or objects close to the ground or maybe you just want to get a different perspective. The screen can swivel up approx. 90° and down approx. 45°. The large display delivers brilliant-quality still images and movies thanks to WhiteMagic technology that nearly doubles the brightness of the display through a unique RGBW pixel structure for easier checking of the focus and image details.
+++ 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?!
Upon America’s entry into World War II, the United States Army Transportation Corps (USATC) commissioned development of a locomotive which could be built quickly and inexpensively in large numbers to be deployed on railways around the world. The result was the S-160 class, a 2-8-0 Consolidation locomotive limited in size and weight to ensure compatibility with Europe’s lighter construction of rail lines.
A total of 2,120 S-160’s were built by the combined efforts of the three major American locomotive builders, and the engines saw service in North Africa, Asia, Great Britain, South America and almost all of Europe. In August of 1943, No. 2630 rolled out of Baldwin’s assembly shop in Philadelphia. Unlike most of its sister engines which were sent off to war, No. 2630 remained stateside for use in railroad operation and maintenance training at the U.S. Army Transportation School at Ft. Eustis, Virginia.
Renumbered No. 612 in 1954, the engine remained on active duty for the Ft. Eustis Military Railroad for years; the Army kept operating steam locomotives to ensure no knowledge would be lost in the event that military operations began in a country still running them. Occasional weekend tourist trips around Ft. Eustis became popular stops for American railfans. The engine was finally retired in 1972 and donated to the state of West Virginia for potential use on the Durbin Branch, a state-owned line connecting to the famous Cass Scenic Railroad. Flood damage to the line ended these plans, and No. 612 was stored outdoors for many years.
In 2010, No. 612 was sold to Robert Franzen, president of Steam Services of America, and was disassembled and trucked to the Southeastern Railroad Museum in Duluth, Georgia, for storage. Age of Steam Roundhouse acquired No. 612 from Mr. Franzen in 2015 and shipped it via several highway trucks to Sugarcreek. In 2019 the engine received a complete cosmetic restoration, back-dating it to as-built appearance and numbering it back to No. 2630 in anticipation of AoSR’s Steam to Victory event.
BELIEVE DRESS
☰ Items Included: Color Hud
⋮ 16 Colors
☰ Compatibility with:
☑ Maitreya + Petite ☑ Legacy + Perky ☑ Belleza (Freya,Isis) ☑ Slink (All) ☑ Tonic (All) ☑ Ebody (All) ☑ Altamura
+++ 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?!
"Don't ever try to search for a good person in this twisted world. Instead, try to make yourself the best. Who knows, if that act of yours may end someone's search. After al giving is allways bigger than expecting." - SDBWQ
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Lahaul and Spiti district
The district of Lahaul-Spiti in the Indian state of Himachal Pradesh consists of the two formerly separate districts of Lahaul and Spiti. The present administrative centre is Keylong in Lahaul. Before the two districts were merged, Kardang was the capital of Lahaul, and Dhankar the capital of Spiti.
Kunzum la or the Kunzum Pass (altitude 4,551 m; 14,931 ft) is the entrance pass to the Spiti Valley from Lahaul. It is 21 km from Chandra Tal.[1] This district is connected to Manali through the Rohtang Pass. To the south, Spiti ends 24 km from Tabo, at the Pare chu gorge where the road enters Kinnaur and joins with National Highway No. 22.[2]
The two valleys are quite different in character. Spiti is more barren and difficult to cross, with an average elevation of the valley floor of 4,270 m (14,009 ft). It is enclosed between lofty ranges, with the Spiti river rushing out of a gorge in the southeast to meet the Sutlej River. It is a typical mountain desert area with an average annual rainfall of only 170 mm (6.7 inches).[3]
Flora and fauna
Lahaul valley in winter
Mountain peak in Lahaul and Spiti district
The harsh conditions of Lahaul permit only scattered tufts of hardy grasses and shrubs to grow, even below 4,000 metres. Glacier lines are usually found at 5,000 metres.
Animals such as yaks and dzos roam across the wild Lingti plains. However, over-hunting and a decrease in food supplies has led to a large decrease in the population of the Tibetan antelope, argali, kiangs, musk deer, and snow leopards in these regions, reducing them to the status of endangered species. However, in the Lahaul valley, one can see ibex, brown bears, foxes and snow leopards during winter.
[edit]People
Mother and child in near Gandhola Monastery. 2004
The language, culture, and populations of Lahaul and Spiti are closely related. Generally the Lahaulis are of Tibetan and Indo-Aryan descent, while the Spiti Bhotia are more similar to the Tibetans, owing to their proximity to Tibet. Fairer skin and hazel-colored eyes are commonly seen among the Lahaulis.
The languages of both the Lahauli and Spiti Bhutia belong to the Tibetan family. They are very similar to the Ladakhi and Tibetans culturally, as they had been placed under the rule of the Guge and Ladakh kingdoms at occasional intervals.
Among the Lahaulis, the family acts as the basic unit of kinship. The extended family system is common, evolved from the polyandric system of the past. The family is headed by a senior male member, known as the Yunda, while his wife, known as the Yundamo, attains authority by being the oldest member in the generation. The clan system, also known as Rhus, plays another major role in the Lahauli society.
The Spiti Bhutia community has an inheritance system that is otherwise unique to the Tibetans. Upon the death of both parents, only the eldest son will inherit the family property, while the eldest daughter inherits the mother's jewellery, and the younger siblings inherit nothing. Men usually fall back on the social security system of the Trans-Himalayan Gompas.
[edit]Lifestyle
The lifestyles of the Lahauli and Spiti Bhotia are similar, owing to their proximity. Polyandry was widely practiced by the Lahaulis in the past, although this practice has been dying out. The Spiti Bhutia do not generally practice polyandry any more, although it is accepted in a few isolated regions.
Divorces are accomplished by a simple ceremony performed in the presence of village elders. Divorce can be sought by either partner. The husband has to pay compensation to his ex-wife if she does not remarry. However, this is uncommon among the Lahaulis.
Agriculture is the main source of livelihood. Potato farming is common. Occupations include animal husbandry, working in government programs, government services, and other businesses and crafts that include weaving. Houses are constructed in the Tibetan architectural style, as the land in Lahul and Spiti is mountainous and quite prone to earthquakes.
[edit]Religion
Kunzum Pass between Lahul & Spiti
Ki-Gompa Spiti
Most of the Lahaulis follow a combination of Hinduism and Tibetan Buddhism of the Drukpa Kagyu order, while the Spiti Bhotia follow Tibetan Buddhism of the Gelugpa order. Within Lahoul/swangla, the Baralacha-La region had the strongest Buddhist influence, owing to its close proximity to Spiti. Lahoul/swangla has temples such as Triloknath , where pilgrims worship a certain god in different manifestations, notably in the form of Shiva and Avalokiteshvara where Udaipur is a puritan temple. This bas-relief, of marble, depicts the Buddhist deity Avalokiteshvara (the embodiment of the Buddha's compassion) in a stylized seated position; Hindu devotees take it to be Shiva Nataraj, Shiva dancing. This image appears to be of sixteenth century Chamba craftsmanship. It was created to replace the original black stone image of the deity, which became damaged by art looters. This original image is kept beneath the plinth of the shrine. It appears to be of 12th century Kashmiri provenance . Much of the art thieves are active in this remote belt because of neglected gompas and temples.
Before the spread of Tibetan Buddhism and Hinduism, the people were adherents of the religion 'Lung Pe Chhoi', an animistic religion that had some affinities with the Bön religion of Tibet. While the religion flourished, animal and human sacrifices were regularly offered up to the 'Iha', a term that refers to evil spirits residing in the natural world, notably in the old pencil-cedar trees, rocks and caves. Vestiges of the Lung Pe Chhoi religion can be seen in the behaviour of the Lamas, who are believed to possess certain supernatural powers.
The Losar festival (also known as Halda in Lahauli) is celebrated between the months of January and February. The date of celebration is decided by the Lamas. It has the same significance as the Diwali festival of Hinduism, but is celebrated in a Tibetan fashion.
At the start of the festival, two or three persons from every household will come holding burning incense. The burning sticks are then piled into a bonfire. The people will then pray to Shiskar Apa, the goddess of wealth (other name Vasudhara) in the Buddhist religion.
In the Pattan belt of the valley in Lahoul most population follows Hinduism,but counts for 14 percent of the total and they are called swanglas. The fagli festival is celebrated between February and March all over the valley. This festival is a new year festival and closely precedes beginning of tibetian and Chinese calendar. Notable is the Pattan people are the late settlers in the valley around 1500 A.D. and have broad highlights and have distinct language on the likes the central Asians,chamba, pangi, pashtoons and uyghurs. This belt is known for the convergence for chandra and bhaga rivers to form Chenab.
[edit]Tourism
Ki Gompa
The natural scenery and Buddhist monasteries, such as Ki, Dhankar, Shashur, Guru Ghantal and Tayul Gompas, are the main tourist attractions of the region.
One of the most interesting places is the Tabo Monastery, located 45 km from Kaza, Himachal Pradesh, the capital of the Spiti region. This monastery rose to prominence when it celebrated its thousandth year of existence in 1996. It houses a collection of Buddhist scriptures, Buddhist statues and Thangkas. The ancient gompa is finished with mud plaster, and contains several scriptures and documents. Lama Dzangpo heads the gompa here. There is a modern guest house with a dining hall and all facilities are available.
Another famous gompa, Kardang Monastery, is located at an elevation of 3,500 metres across the river, about 8 km from Keylong. Kardang is well connected by the road via the Tandi bridge which is about 14 km from Keylong. Built in the 12th century, this monastery houses a large library of Buddhist literature including the main Kangyur and Tangyur scriptures.
The treacherous weather in Lahaul and Spiti permits visitors to tour only between the months of June to October, when the roads and villages are free of snow and the high passes (Rothang La and Kunzum La) are open. It is possible to access Spiti from Kinnaur (along the Sutlej) all through the year, although the road is sometimes temporarily closed by landslides or avalanches.
Buddhist Monasteries in Spiti: Spiti is one of the important centers of Buddhism in Himachal Pradesh. It is popularly known as the 'land of lamas'. The valley is dotted by numerous Buddhist Monasteries or Gompas that are famous throughout the world and are a favorite of Dalai Lama.
Kye Monastery: Kye Monastery in Spiti is the main research center of the Buddhists in India. Near about 300 lamas are receiving their religious training from here. It is oldest and biggest monastery in Spiti. It houses the rare painting and beautiful scriptures of Buddha and other gods and goddess. You may also find rare 'Thangka' paintings and ancient musical instruments 'trumpets, cymbals, and drums in the monastery.
Tabo Monastery: Perched at an amazing altitude of 3050 meters, Tabo Monastery in the valley of Spiti is often referred to as the 'Ajanta of the Himalayas'. The 10th century Tabo Monastery was founded by the great scholar, Richen Zangpo, and has been declared as the World Heritage Site by UNESCO. The monastery houses more than 6 lamas and contains the rare collection of scriptures, pieces of art, wall paintings -Tankhas and Stucco.
Flora and fauna of Spiti Valley: The valley is blessed with the good population of snow leopards, ibex, Himalayan Brown Bear, Musk Deer, Himalayan Blue Sheep etc. which serves as the boon for the wildlife lovers. There are two important protected areas in the region that are a home to snow leopard and its prey including the Pin Valley National Park and Kibber Wildlife Sanctuary. Surprisingly, due to ardent religious beliefs, people of Spiti do not hunt these wild animals.
Apart from the exotic wildlife, the Valley of Spiti is also known for its amazing wealth of flora and the profusion of wild flowers. Some of the mot common species found here include Causinia thomsonii, Seseli trilobum, Crepis flexuosa, Caragana brevifolia and Krascheninikovia ceratoides. Then there are more than 62 species of medicinal plants found here.
Adventure activities:
To- do-Trials: For trekkers, the Spiti Valley is a paradise, offering challenging treks to explore the new heights of the Himalayas. The treks takes you to the most remote areas including the rugged villages and old Gompas followed by the exotic wildlife trails. Some of the popular trekking routes in the area includes Kaza-Langza-Hikim-Comic-Kaza, Kaza-Ki-Kibber-Gete-Kaza, Kaza-Losar-Kunzum La and Kaza-Tabo-Sumdo-Nako. Please note that you carry all the necessary things before out for the trekking tour to Spiti. Tents, sleeping bags, cooking equipment, heavy woollens and sunglasses are a must.
Skiing: Skiing is the popular adventure sports in Spiti and is popular in India from the past few years. The amazing snow clad mountains with the added advantage of inspiring heights are enough to allure the adventure spirits of the avid skier, providing all the thrill and fun attracted to the sport. People from all around the globe come to experience this enthralling adventure activity.
Yak Safari: The most exciting of all adventure activities in Spiti is the Yak safari. You can hire the Yak to see the flora and fauna of trans-Himalayan desert. It is, in fact, the lifetime opportunity that you won't find anywhere else so easily. Apart from this, horse safaris are also conducted in this area.
Sources en.wikipedia.org/wiki/Lahaul_and_Spiti_district
IF YOU LIKE AND WANT TO COMMENT ANY PICTURES IN SDBWP (SunDeep Bhardwaj World Photography)
PLEASE SIGN IN TO FLICKR (using yahoo ID) AND COMMENT ONLY THERE
Thanks for your understanding.
sundeepkullu.com is my official website and if you LIKE to COMMENT go to sundeepkullu.com and click on photos you like to COMMENT by clicking thumbnails under different pages or alternatively by visiting flickr.com/photos/wittysam. You may need to sign-in to flickr.com with your Yahoo account to comment on my flickr Photostream where i stock my World Tour Pictures shot in 50+ Countries 200+ Destinations across 6 Continents.
To protect my work i load pictures only on flickr and they are in web compatible resolutions only.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.
Groups i administer on facebook and flickr (1000 plus members allready in few months )
ART OF PHOTOGRAPHY & WORLD THROUGH THE EYES OF SERIOUS PHOTOGRAPHERS on facebook
www.facebook.com/group.php?gid=111942842150274
HIMACHAL Kullu Manali, Sundernagar Mandi, Dharamsala,Shimla,Lahaul Spiti12
www.facebook.com/group.php?gid=234474081858
ART OF PHOTOGRAPHY & WORLD THROUGH SERIOUS PHOTOGRAPHERS EYES
www.flickr.com/groups/prodigious/
I intent to publish in near future the TRAVEL PHOTOBOOKS on
Landscapes in 6 Continents (Title 1- Stupendous Landscapes across 6 Continents) ,
Wonders of World (Title 2 - "Ancient and New 7 Wonders of World from a Himalayan Photographers Eye") ,
28 UNESCO World Heritage Sites in India (Title 3 -"All 28 UNESCO World Heritage Sites in India") ,
Himalayas in India, Nepal, China, Tibet & Bhutan (Title 4 -"Stupendous Himalayas"),
UNESCO Interesting World Heritage Sites across globe ( Title 5 - "Best of UNESCO World Heritage Sites") ,
Himachal Pradesh (Title 6 - "Unforgettable Himachal Pradesh" Photostories by SunDeep® Bhardwaj sundeepkullu.com)
I do not allow downloading of my images and they are digitally watermarked with Digimarc (DMRC) which makes it easier for me to identify any unauthorised party using the across web or any media. Even if my work is downloaded in full or in part Digimarc is capable of tracing the use of images across web or any other media. Due to previous copyright infringement by parties not authorised in written by me, i have penalised parties using my images without my permisision. I stock my photos on my official website sundeepkullu.com and flickr (the world's best photography website for professionals amateurs and serious photographers as well as photo admirers) in web compatible resolutions only with no permissions to download or use my pictures in any kind of media without prior written permission from me. Thanks for your understanding.
Thanks for your LIKES and COMMENTS and VISITING
WORLD IS MY STUDIO "I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself"........... SunDeep® Bhardwaj Kullu
Copyright © sundeepkullu.com All rights reserved.
The Stock samples of SDBWP SunDeep Bhardwaj World Photography in flickr Photostream cannot be Copied,Distributed,Published or Used in any form,full or in part,or in any kind of media without prior permission from Sundeep Bhardwaj the owner of these images.Utilization in other websites,intenet media,pages,blogs etc without written consent is PROHIBITED.
The images are also available for licence through GETTY IMAGES or directly by contacting Sundeep Bhardwaj @
For any direct correspondance with me contact me on
www.facebook.com/sundeephimachal (Primary) or
www.facebook.com/SundeepBhardwaj (Secondary)
www.facebook.com/sundeepkullu (Tertiary).
E-mail me on
sb@sundeepkullu.com (Primary) or
wittysam@gmail.com (Secondary) or
admin@phototube.co (For Photo Tube . Co related) or
enquiries@himachalculturalvillage.com (For Himachal Cultural Village . Com related).
INDIA ROAMING AND HIMACHAL +91 9816499629 (Please drop me a SMS message)
WORLD ROAMING +974 55344547 (I prefer all correspondances on facebook as i am still on my World Tour which i started 5 years before and may be in some other country.Will definately contact back whenever next to internet or reply by SMS)
These are reduced sized pictures.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.
All rights reserved.
copyright 2011 © sundeepkullu.com
Developer - phototube.co
Affiliation - himachalculturalvillage.com
HIGH RESOLUTION images on sundeepkullu.com WORLD IS MY STUDIO This picture is LOW RESOLUTION for web compatibility **Sorry Guys i have deleted most of my pictures from facebook due to copyright infringement by parties not authorised by me.But i have made a flash website for exibiting my Photostories Do visit sundeepkullu.com
And alternatively my pictures can be see in better resolutions on
www.flickr.com/photos/wittysam or
fFULL SCREEN SLIDE SHOW www.flickr.com/photos/wittysam/show
www.flickr.com/photos/wittysam/collections/
***DO NOT COMMENT ON FACEBOOK AS I DO NOT USE IT FOR STOCKING MY PHOTOS.
Link to my Flickr Photostream where you can comment flickr.com/photos/wittysam
Lahaul and Spiti district
The district of Lahaul-Spiti in the Indian state of Himachal Pradesh consists of the two formerly separate districts of Lahaul and Spiti. The present administrative centre is Keylong in Lahaul. Before the two districts were merged, Kardang was the capital of Lahaul, and Dhankar the capital of Spiti.
Kunzum la or the Kunzum Pass (altitude 4,551 m; 14,931 ft) is the entrance pass to the Spiti Valley from Lahaul. It is 21 km from Chandra Tal.[1] This district is connected to Manali through the Rohtang Pass. To the south, Spiti ends 24 km from Tabo, at the Pare chu gorge where the road enters Kinnaur and joins with National Highway No. 22.[2]
The two valleys are quite different in character. Spiti is more barren and difficult to cross, with an average elevation of the valley floor of 4,270 m (14,009 ft). It is enclosed between lofty ranges, with the Spiti river rushing out of a gorge in the southeast to meet the Sutlej River. It is a typical mountain desert area with an average annual rainfall of only 170 mm (6.7 inches).[3]
Flora and fauna
Lahaul valley in winter
Mountain peak in Lahaul and Spiti district
The harsh conditions of Lahaul permit only scattered tufts of hardy grasses and shrubs to grow, even below 4,000 metres. Glacier lines are usually found at 5,000 metres.
Animals such as yaks and dzos roam across the wild Lingti plains. However, over-hunting and a decrease in food supplies has led to a large decrease in the population of the Tibetan antelope, argali, kiangs, musk deer, and snow leopards in these regions, reducing them to the status of endangered species. However, in the Lahaul valley, one can see ibex, brown bears, foxes and snow leopards during winter.
[edit]People
Mother and child in near Gandhola Monastery. 2004
The language, culture, and populations of Lahaul and Spiti are closely related. Generally the Lahaulis are of Tibetan and Indo-Aryan descent, while the Spiti Bhotia are more similar to the Tibetans, owing to their proximity to Tibet. Fairer skin and hazel-colored eyes are commonly seen among the Lahaulis.
The languages of both the Lahauli and Spiti Bhutia belong to the Tibetan family. They are very similar to the Ladakhi and Tibetans culturally, as they had been placed under the rule of the Guge and Ladakh kingdoms at occasional intervals.
Among the Lahaulis, the family acts as the basic unit of kinship. The extended family system is common, evolved from the polyandric system of the past. The family is headed by a senior male member, known as the Yunda, while his wife, known as the Yundamo, attains authority by being the oldest member in the generation. The clan system, also known as Rhus, plays another major role in the Lahauli society.
The Spiti Bhutia community has an inheritance system that is otherwise unique to the Tibetans. Upon the death of both parents, only the eldest son will inherit the family property, while the eldest daughter inherits the mother's jewellery, and the younger siblings inherit nothing. Men usually fall back on the social security system of the Trans-Himalayan Gompas.
[edit]Lifestyle
The lifestyles of the Lahauli and Spiti Bhotia are similar, owing to their proximity. Polyandry was widely practiced by the Lahaulis in the past, although this practice has been dying out. The Spiti Bhutia do not generally practice polyandry any more, although it is accepted in a few isolated regions.
Divorces are accomplished by a simple ceremony performed in the presence of village elders. Divorce can be sought by either partner. The husband has to pay compensation to his ex-wife if she does not remarry. However, this is uncommon among the Lahaulis.
Agriculture is the main source of livelihood. Potato farming is common. Occupations include animal husbandry, working in government programs, government services, and other businesses and crafts that include weaving. Houses are constructed in the Tibetan architectural style, as the land in Lahul and Spiti is mountainous and quite prone to earthquakes.
[edit]Religion
Kunzum Pass between Lahul & Spiti
Ki-Gompa Spiti
Most of the Lahaulis follow a combination of Hinduism and Tibetan Buddhism of the Drukpa Kagyu order, while the Spiti Bhotia follow Tibetan Buddhism of the Gelugpa order. Within Lahoul/swangla, the Baralacha-La region had the strongest Buddhist influence, owing to its close proximity to Spiti. Lahoul/swangla has temples such as Triloknath , where pilgrims worship a certain god in different manifestations, notably in the form of Shiva and Avalokiteshvara where Udaipur is a puritan temple. This bas-relief, of marble, depicts the Buddhist deity Avalokiteshvara (the embodiment of the Buddha's compassion) in a stylized seated position; Hindu devotees take it to be Shiva Nataraj, Shiva dancing. This image appears to be of sixteenth century Chamba craftsmanship. It was created to replace the original black stone image of the deity, which became damaged by art looters. This original image is kept beneath the plinth of the shrine. It appears to be of 12th century Kashmiri provenance . Much of the art thieves are active in this remote belt because of neglected gompas and temples.
Before the spread of Tibetan Buddhism and Hinduism, the people were adherents of the religion 'Lung Pe Chhoi', an animistic religion that had some affinities with the Bön religion of Tibet. While the religion flourished, animal and human sacrifices were regularly offered up to the 'Iha', a term that refers to evil spirits residing in the natural world, notably in the old pencil-cedar trees, rocks and caves. Vestiges of the Lung Pe Chhoi religion can be seen in the behaviour of the Lamas, who are believed to possess certain supernatural powers.
The Losar festival (also known as Halda in Lahauli) is celebrated between the months of January and February. The date of celebration is decided by the Lamas. It has the same significance as the Diwali festival of Hinduism, but is celebrated in a Tibetan fashion.
At the start of the festival, two or three persons from every household will come holding burning incense. The burning sticks are then piled into a bonfire. The people will then pray to Shiskar Apa, the goddess of wealth (other name Vasudhara) in the Buddhist religion.
In the Pattan belt of the valley in Lahoul most population follows Hinduism,but counts for 14 percent of the total and they are called swanglas. The fagli festival is celebrated between February and March all over the valley. This festival is a new year festival and closely precedes beginning of tibetian and Chinese calendar. Notable is the Pattan people are the late settlers in the valley around 1500 A.D. and have broad highlights and have distinct language on the likes the central Asians,chamba, pangi, pashtoons and uyghurs. This belt is known for the convergence for chandra and bhaga rivers to form Chenab.
[edit]Tourism
Ki Gompa
The natural scenery and Buddhist monasteries, such as Ki, Dhankar, Shashur, Guru Ghantal and Tayul Gompas, are the main tourist attractions of the region.
One of the most interesting places is the Tabo Monastery, located 45 km from Kaza, Himachal Pradesh, the capital of the Spiti region. This monastery rose to prominence when it celebrated its thousandth year of existence in 1996. It houses a collection of Buddhist scriptures, Buddhist statues and Thangkas. The ancient gompa is finished with mud plaster, and contains several scriptures and documents. Lama Dzangpo heads the gompa here. There is a modern guest house with a dining hall and all facilities are available.
Another famous gompa, Kardang Monastery, is located at an elevation of 3,500 metres across the river, about 8 km from Keylong. Kardang is well connected by the road via the Tandi bridge which is about 14 km from Keylong. Built in the 12th century, this monastery houses a large library of Buddhist literature including the main Kangyur and Tangyur scriptures.
The treacherous weather in Lahaul and Spiti permits visitors to tour only between the months of June to October, when the roads and villages are free of snow and the high passes (Rothang La and Kunzum La) are open. It is possible to access Spiti from Kinnaur (along the Sutlej) all through the year, although the road is sometimes temporarily closed by landslides or avalanches.
Buddhist Monasteries in Spiti: Spiti is one of the important centers of Buddhism in Himachal Pradesh. It is popularly known as the 'land of lamas'. The valley is dotted by numerous Buddhist Monasteries or Gompas that are famous throughout the world and are a favorite of Dalai Lama.
Kye Monastery: Kye Monastery in Spiti is the main research center of the Buddhists in India. Near about 300 lamas are receiving their religious training from here. It is oldest and biggest monastery in Spiti. It houses the rare painting and beautiful scriptures of Buddha and other gods and goddess. You may also find rare 'Thangka' paintings and ancient musical instruments 'trumpets, cymbals, and drums in the monastery.
Tabo Monastery: Perched at an amazing altitude of 3050 meters, Tabo Monastery in the valley of Spiti is often referred to as the 'Ajanta of the Himalayas'. The 10th century Tabo Monastery was founded by the great scholar, Richen Zangpo, and has been declared as the World Heritage Site by UNESCO. The monastery houses more than 6 lamas and contains the rare collection of scriptures, pieces of art, wall paintings -Tankhas and Stucco.
Flora and fauna of Spiti Valley: The valley is blessed with the good population of snow leopards, ibex, Himalayan Brown Bear, Musk Deer, Himalayan Blue Sheep etc. which serves as the boon for the wildlife lovers. There are two important protected areas in the region that are a home to snow leopard and its prey including the Pin Valley National Park and Kibber Wildlife Sanctuary. Surprisingly, due to ardent religious beliefs, people of Spiti do not hunt these wild animals.
Apart from the exotic wildlife, the Valley of Spiti is also known for its amazing wealth of flora and the profusion of wild flowers. Some of the mot common species found here include Causinia thomsonii, Seseli trilobum, Crepis flexuosa, Caragana brevifolia and Krascheninikovia ceratoides. Then there are more than 62 species of medicinal plants found here.
Adventure activities:
To- do-Trials: For trekkers, the Spiti Valley is a paradise, offering challenging treks to explore the new heights of the Himalayas. The treks takes you to the most remote areas including the rugged villages and old Gompas followed by the exotic wildlife trails. Some of the popular trekking routes in the area includes Kaza-Langza-Hikim-Comic-Kaza, Kaza-Ki-Kibber-Gete-Kaza, Kaza-Losar-Kunzum La and Kaza-Tabo-Sumdo-Nako. Please note that you carry all the necessary things before out for the trekking tour to Spiti. Tents, sleeping bags, cooking equipment, heavy woollens and sunglasses are a must.
Skiing: Skiing is the popular adventure sports in Spiti and is popular in India from the past few years. The amazing snow clad mountains with the added advantage of inspiring heights are enough to allure the adventure spirits of the avid skier, providing all the thrill and fun attracted to the sport. People from all around the globe come to experience this enthralling adventure activity.
Yak Safari: The most exciting of all adventure activities in Spiti is the Yak safari. You can hire the Yak to see the flora and fauna of trans-Himalayan desert. It is, in fact, the lifetime opportunity that you won't find anywhere else so easily. Apart from this, horse safaris are also conducted in this area.
Sources en.wikipedia.org/wiki/Lahaul_and_Spiti_district
IF YOU LIKE AND WANT TO COMMENT ANY PICTURES IN SDBWP (SunDeep Bhardwaj World Photography)
PLEASE SIGN IN TO FLICKR (using yahoo ID) AND COMMENT ONLY THERE
Thanks for your understanding.
sundeepkullu.com is my official website and if you LIKE to COMMENT go to sundeepkullu.com and click on photos you like to COMMENT by clicking thumbnails under different pages or alternatively by visiting flickr.com/photos/wittysam. You may need to sign-in to flickr.com with your Yahoo account to comment on my flickr Photostream where i stock my World Tour Pictures shot in 50+ Countries 200+ Destinations across 6 Continents.
To protect my work i load pictures only on flickr and they are in web compatible resolutions only.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.
Groups i administer on facebook and flickr (1000 plus members allready in few months )
ART OF PHOTOGRAPHY & WORLD THROUGH THE EYES OF SERIOUS PHOTOGRAPHERS on facebook
www.facebook.com/group.php?gid=111942842150274
HIMACHAL Kullu Manali, Sundernagar Mandi, Dharamsala,Shimla,Lahaul Spiti12
www.facebook.com/group.php?gid=234474081858
ART OF PHOTOGRAPHY & WORLD THROUGH SERIOUS PHOTOGRAPHERS EYES
www.flickr.com/groups/prodigious/
I intent to publish in near future the TRAVEL PHOTOBOOKS on
Landscapes in 6 Continents (Title 1- Stupendous Landscapes across 6 Continents) ,
Wonders of World (Title 2 - "Ancient and New 7 Wonders of World from a Himalayan Photographers Eye") ,
28 UNESCO World Heritage Sites in India (Title 3 -"All 28 UNESCO World Heritage Sites in India") ,
Himalayas in India, Nepal, China, Tibet & Bhutan (Title 4 -"Stupendous Himalayas"),
UNESCO Interesting World Heritage Sites across globe ( Title 5 - "Best of UNESCO World Heritage Sites") ,
Himachal Pradesh (Title 6 - "Unforgettable Himachal Pradesh" Photostories by SunDeep® Bhardwaj sundeepkullu.com)
I do not allow downloading of my images and they are digitally watermarked with Digimarc (DMRC) which makes it easier for me to identify any unauthorised party using the across web or any media. Even if my work is downloaded in full or in part Digimarc is capable of tracing the use of images across web or any other media. Due to previous copyright infringement by parties not authorised in written by me, i have penalised parties using my images without my permisision. I stock my photos on my official website sundeepkullu.com and flickr (the world's best photography website for professionals amateurs and serious photographers as well as photo admirers) in web compatible resolutions only with no permissions to download or use my pictures in any kind of media without prior written permission from me. Thanks for your understanding.
Thanks for your LIKES and COMMENTS and VISITING
WORLD IS MY STUDIO "I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself"........... SunDeep® Bhardwaj Kullu
SDBWP™
"Fear is the thief of dreams." - SDBWQ
Copyright © sundeepkullu.com All rights reserved.
The Stock samples of SDBWP SunDeep Bhardwaj World Photography in flickr Photostream cannot be Copied,Distributed,Published or Used in any form,full or in part,or in any kind of media without prior permission from Sundeep Bhardwaj the owner of these images.Utilization in other websites,intenet media,pages,blogs etc without written consent is PROHIBITED.
The images are also available for licence through GETTY IMAGES or directly by contacting Sundeep Bhardwaj @
For any direct correspondance with me contact me on
www.facebook.com/sundeephimachal (Primary) or
www.facebook.com/SundeepBhardwaj (Secondary)
www.facebook.com/sundeepkullu (Tertiary).
E-mail me on
sb@sundeepkullu.com (Primary) or
wittysam@gmail.com (Secondary) or
admin@phototube.co (For Photo Tube . Co related) or
enquiries@himachalculturalvillage.com (For Himachal Cultural Village . Com related).
INDIA ROAMING AND HIMACHAL +91 9816499629 (Please drop me a SMS message)
WORLD ROAMING +974 55344547 (I prefer all correspondances on facebook as i am still on my World Tour which i started 5 years before and may be in some other country.Will definately contact back whenever next to internet or reply by SMS)
These are reduced sized pictures.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.
All rights reserved.
copyright 2011 © sundeepkullu.com
Developer - phototube.co
Affiliation - himachalculturalvillage.com
HIGH RESOLUTION images on sundeepkullu.com WORLD IS MY STUDIO This picture is LOW RESOLUTION for web compatibility **Sorry Guys i have deleted most of my pictures from facebook due to copyright infringement by parties not authorised by me.But i have made a flash website for exibiting my Photostories Do visit sundeepkullu.com
And alternatively my pictures can be see in better resolutions on
www.flickr.com/photos/wittysam or
fFULL SCREEN SLIDE SHOW www.flickr.com/photos/wittysam/show
www.flickr.com/photos/wittysam/collections/
***DO NOT COMMENT ON FACEBOOK AS I DO NOT USE IT FOR STOCKING MY PHOTOS.
Link to my Flickr Photostream where you can comment flickr.com/photos/wittysam
Schönbrunn Palace
Schönbrunn Palace (German: Schloss Schönbrunn [ʃøːnˈbʁʊn]) is a former imperial 1,400-room Rococo summer residence in Vienna, Austria. One of the most important cultural monuments in the country, since the 1960s it has been one of the major tourist attractions in Vienna. The palace and gardens illustrate the tastes, interests, and aspirations of successive Habsburg monarchs.[1]
Early history
Katterburg and Gonzaga's palace near Wien river in 1672. In the background the hill of later Gloriette.
Schönbrunn from the front side, painted by Canaletto in 1758
In the year 1569, Holy Roman Emperor Maximilian II purchased a large floodplain of the Wien river beneath a hill, situated between Meidling and Hietzing, where a former owner, in 1548, had erected a mansion called Katterburg. The emperor ordered the area to be fenced and put game there such as pheasants, ducks, deer and boar, in order to serve as the court's recreational hunting ground. In a small separate part of the area, "exotic" birds like turkeys and peafowl were kept. Fishponds were built, too.
The name Schönbrunn (meaning "beautiful spring"), has its roots in an artesian well from which water was consumed by the court.
During the next century, the area was used as a hunting and recreation ground. Especially Eleonora Gonzaga, who loved hunting, spent much time there and was bequeathed the area as her widow's residence after the death of her husband, Ferdinand II. From 1638 to 1643, she added a palace to the Katterburg mansion, while in 1642 came the first mention of the name "Schönbrunn" on an invoice. The origins of the Schönbrunn orangery seem to go back to Eleonora Gonzaga as well.
[edit]Gardens
View of the Great Parterre on to the Gloriette.
View of the gardens.
The sculpted garden space between the palace and the Sun Fountain is called the Great Parterre. The French garden, a big part of the area, was planned by Jean Trehet in 1695. It contains, among other things, a maze.
The complex however includes many more attractions: Besides the Tiergarten, the world's oldest existing zoo (founded in 1752), an orangerie erected around 1755, staple luxuries of European palaces of its type, a palm house (replacing, by 1882, around ten earlier and smaller glass houses in the western part of the park) is noteworthy. Western parts were turned into English garden style in 1828–1852. At the outmost western edge, a botanical garden going back to an earlier arboretum was re-arranged in 1828, when the Old Palm House was built. A modern enclosure for Orangutans, was restored besides a restaurant and office rooms in 2009.
[edit]Sculptures
Lining the Great Parterre are 32 sculptures, which represent deities and virtues.
Schonbrunn Palace scupture
[edit]Gloriette
The garden axis points towards a 60 meters higher hill, which since 1775 has been crowned by the Gloriette structure (Fischer von Erlach had initially planned to erect the main palace on the top of this hill).
Maria Theresa decided Gloriette should be designed to glorify Habsburg power and the Just War [a war that would be carried out of 'necessity' and lead to peace], and thereby ordered to recycle "otherwise useless stone" which was left from the almost-demolition of Schloss Neugebäude. The same material was also to be used for the Roman ruin.
The Gloriette today houses a café and gives the visitor a view of the city.
[edit]Roman Ruin
Roman Ruin at Schönbrunn.
Originally known as the Ruin of Carthage, the Roman Ruin is a set of follies that was designed by the architect Johann Ferdinand Hetzendorf von Hohenberg and erected as an entirely new architectural feature in 1778. Fully integrated into its parkland surroundings, this architectural ensemble should be understood as a picturesque horticultural feature and not simply as a ruin, which due to lack of maintenance it had increasingly grown to resemble prior to its recent restoration.
The fashion for picturesque ruins that became widespread with the rise of the Romantic movement soon after the middle of the 18th century symbolize both the decline of once great powers and the preservation of the remains of a heroic past. Erected at the same time not far from the Roman Ruin, the Obelisk Fountain was intended to complete the iconographic program of the park at Schönbrunn as a symbol of stability and permanence.
The Roman Ruin consists of a rectangular pool enclosed by a massive arch with lateral walls, evoking the impression of an ancient edifice slowly crumbling into the ground. In the pool in front of the ruin is a seemingly haphazard arrangement of stone fragments supporting a figural group which symbolizes the rivers Danube and Enns.
The Palace of Schönbrunn commemorative coin.
[edit]The Schönbrunn Palace Silver Coin
The palace was recently selected as the main motif of a high value commemorative coin: the Austrian 10 euro The Palace of Schönbrunn Silver coin, minted on October 8, 2003. The obverse shows the central part of the frontage of the palace behind one of the great fountains in the open space.
[edit]Recent history
Schonbrunn Palace
Following the downfall of the monarchy in 1918 the newly founded Austrian Republic became the owner of Schönbrunn Palace and preserved, as a museum, the rooms and chambers.
After World War II and during the Allied Occupation of Austria (1945–1955) Schönbrunn Palace, which was empty at the time, was requisitioned to provide offices for both the British Delegation to the Allied Commission for Austria and for the Headquarters for the small British Military Garrison present in Vienna.
Later it was used for important events such as the meeting between John F. Kennedy and Nikita Khrushchev in 1961.
UNESCO catalogued Schönbrunn Palace on the World Heritage List in 1996, together with its gardens, as a remarkable Baroque ensemble and example of synthesis of the arts (Gesamtkunstwerk).
[edit]Activities at Schloss Schönbrunn today
The Schloss is Vienna's most popular tourist destination, attended by 2,600,000 visitors in 2010.[2] The whole Schönbrunn complex with Tiergarten Schönbrunn, Palmenhaus, Wüstenhaus and the Wagenburg, accounted for more than five million visitors.[3] At the official website tickets can be purchased in advance for tours. In addition to tours and tour packages, many classical concerts featuring the music of W. A. Mozart and his contemporaries can be enjoyed with the added benefit of more time in the spectacular halls, Orangerie, or Schlosstheater.
[edit]Features in movies
The gardens and palace have been the location for various movies, such as the Sissi trilogy in 1950s, in A Breath of Scandal with Sophia Loren and briefly in James Bond's The Living Daylights. Also the movie "The Great Race" was filmed there in 1965.
[edit]See also
Tiergarten Schönbrunn, the zoo in the palace gardens that claims to be the oldest one in the world.
Gloriette
List of Baroque residences
Sources en.wikipedia.org/wiki/Sch%C3%B6nbrunn_Palace
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To protect my work i load pictures only on flickr and they are in web compatible resolutions only.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.
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ART OF PHOTOGRAPHY & WORLD THROUGH THE EYES OF SERIOUS PHOTOGRAPHERS on facebook
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HIMACHAL Kullu Manali, Sundernagar Mandi, Dharamsala,Shimla,Lahaul Spiti12
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ART OF PHOTOGRAPHY & WORLD THROUGH SERIOUS PHOTOGRAPHERS EYES
www.flickr.com/groups/prodigious/
I intent to publish in near future the TRAVEL PHOTOBOOKS on
Landscapes in 6 Continents (Title 1- Stupendous Landscapes across 6 Continents) ,
Wonders of World (Title 2 - "Ancient and New 7 Wonders of World from a Himalayan Photographers Eye") ,
28 UNESCO World Heritage Sites in India (Title 3 -"All 28 UNESCO World Heritage Sites in India") ,
Himalayas in India, Nepal, China, Tibet & Bhutan (Title 4 -"Stupendous Himalayas"),
UNESCO Interesting World Heritage Sites across globe ( Title 5 - "Best of UNESCO World Heritage Sites") ,
Himachal Pradesh (Title 6 - "Unforgettable Himachal Pradesh" Photostories by SunDeep® Bhardwaj sundeepkullu.com)
I do not allow downloading of my images and they are digitally watermarked with Digimarc (DMRC) which makes it easier for me to identify any unauthorised party using the across web or any media. Even if my work is downloaded in full or in part Digimarc is capable of tracing the use of images across web or any other media. Due to previous copyright infringement by parties not authorised in written by me, i have penalised parties using my images without my permisision. I stock my photos on my official website sundeepkullu.com and flickr (the world's best photography website for professionals amateurs and serious photographers as well as photo admirers) in web compatible resolutions only with no permissions to download or use my pictures in any kind of media without prior written permission from me. Thanks for your understanding.
Thanks for your LIKES and COMMENTS and VISITING
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Lahaul and Spiti district
The district of Lahaul-Spiti in the Indian state of Himachal Pradesh consists of the two formerly separate districts of Lahaul and Spiti. The present administrative centre is Keylong in Lahaul. Before the two districts were merged, Kardang was the capital of Lahaul, and Dhankar the capital of Spiti.
Kunzum la or the Kunzum Pass (altitude 4,551 m; 14,931 ft) is the entrance pass to the Spiti Valley from Lahaul. It is 21 km from Chandra Tal.[1] This district is connected to Manali through the Rohtang Pass. To the south, Spiti ends 24 km from Tabo, at the Pare chu gorge where the road enters Kinnaur and joins with National Highway No. 22.[2]
The two valleys are quite different in character. Spiti is more barren and difficult to cross, with an average elevation of the valley floor of 4,270 m (14,009 ft). It is enclosed between lofty ranges, with the Spiti river rushing out of a gorge in the southeast to meet the Sutlej River. It is a typical mountain desert area with an average annual rainfall of only 170 mm (6.7 inches).[3]
Flora and fauna
Lahaul valley in winter
Mountain peak in Lahaul and Spiti district
The harsh conditions of Lahaul permit only scattered tufts of hardy grasses and shrubs to grow, even below 4,000 metres. Glacier lines are usually found at 5,000 metres.
Animals such as yaks and dzos roam across the wild Lingti plains. However, over-hunting and a decrease in food supplies has led to a large decrease in the population of the Tibetan antelope, argali, kiangs, musk deer, and snow leopards in these regions, reducing them to the status of endangered species. However, in the Lahaul valley, one can see ibex, brown bears, foxes and snow leopards during winter.
[edit]People
Mother and child in near Gandhola Monastery. 2004
The language, culture, and populations of Lahaul and Spiti are closely related. Generally the Lahaulis are of Tibetan and Indo-Aryan descent, while the Spiti Bhotia are more similar to the Tibetans, owing to their proximity to Tibet. Fairer skin and hazel-colored eyes are commonly seen among the Lahaulis.
The languages of both the Lahauli and Spiti Bhutia belong to the Tibetan family. They are very similar to the Ladakhi and Tibetans culturally, as they had been placed under the rule of the Guge and Ladakh kingdoms at occasional intervals.
Among the Lahaulis, the family acts as the basic unit of kinship. The extended family system is common, evolved from the polyandric system of the past. The family is headed by a senior male member, known as the Yunda, while his wife, known as the Yundamo, attains authority by being the oldest member in the generation. The clan system, also known as Rhus, plays another major role in the Lahauli society.
The Spiti Bhutia community has an inheritance system that is otherwise unique to the Tibetans. Upon the death of both parents, only the eldest son will inherit the family property, while the eldest daughter inherits the mother's jewellery, and the younger siblings inherit nothing. Men usually fall back on the social security system of the Trans-Himalayan Gompas.
[edit]Lifestyle
The lifestyles of the Lahauli and Spiti Bhotia are similar, owing to their proximity. Polyandry was widely practiced by the Lahaulis in the past, although this practice has been dying out. The Spiti Bhutia do not generally practice polyandry any more, although it is accepted in a few isolated regions.
Divorces are accomplished by a simple ceremony performed in the presence of village elders. Divorce can be sought by either partner. The husband has to pay compensation to his ex-wife if she does not remarry. However, this is uncommon among the Lahaulis.
Agriculture is the main source of livelihood. Potato farming is common. Occupations include animal husbandry, working in government programs, government services, and other businesses and crafts that include weaving. Houses are constructed in the Tibetan architectural style, as the land in Lahul and Spiti is mountainous and quite prone to earthquakes.
[edit]Religion
Kunzum Pass between Lahul & Spiti
Ki-Gompa Spiti
Most of the Lahaulis follow a combination of Hinduism and Tibetan Buddhism of the Drukpa Kagyu order, while the Spiti Bhotia follow Tibetan Buddhism of the Gelugpa order. Within Lahoul/swangla, the Baralacha-La region had the strongest Buddhist influence, owing to its close proximity to Spiti. Lahoul/swangla has temples such as Triloknath , where pilgrims worship a certain god in different manifestations, notably in the form of Shiva and Avalokiteshvara where Udaipur is a puritan temple. This bas-relief, of marble, depicts the Buddhist deity Avalokiteshvara (the embodiment of the Buddha's compassion) in a stylized seated position; Hindu devotees take it to be Shiva Nataraj, Shiva dancing. This image appears to be of sixteenth century Chamba craftsmanship. It was created to replace the original black stone image of the deity, which became damaged by art looters. This original image is kept beneath the plinth of the shrine. It appears to be of 12th century Kashmiri provenance . Much of the art thieves are active in this remote belt because of neglected gompas and temples.
Before the spread of Tibetan Buddhism and Hinduism, the people were adherents of the religion 'Lung Pe Chhoi', an animistic religion that had some affinities with the Bön religion of Tibet. While the religion flourished, animal and human sacrifices were regularly offered up to the 'Iha', a term that refers to evil spirits residing in the natural world, notably in the old pencil-cedar trees, rocks and caves. Vestiges of the Lung Pe Chhoi religion can be seen in the behaviour of the Lamas, who are believed to possess certain supernatural powers.
The Losar festival (also known as Halda in Lahauli) is celebrated between the months of January and February. The date of celebration is decided by the Lamas. It has the same significance as the Diwali festival of Hinduism, but is celebrated in a Tibetan fashion.
At the start of the festival, two or three persons from every household will come holding burning incense. The burning sticks are then piled into a bonfire. The people will then pray to Shiskar Apa, the goddess of wealth (other name Vasudhara) in the Buddhist religion.
In the Pattan belt of the valley in Lahoul most population follows Hinduism,but counts for 14 percent of the total and they are called swanglas. The fagli festival is celebrated between February and March all over the valley. This festival is a new year festival and closely precedes beginning of tibetian and Chinese calendar. Notable is the Pattan people are the late settlers in the valley around 1500 A.D. and have broad highlights and have distinct language on the likes the central Asians,chamba, pangi, pashtoons and uyghurs. This belt is known for the convergence for chandra and bhaga rivers to form Chenab.
[edit]Tourism
Ki Gompa
The natural scenery and Buddhist monasteries, such as Ki, Dhankar, Shashur, Guru Ghantal and Tayul Gompas, are the main tourist attractions of the region.
One of the most interesting places is the Tabo Monastery, located 45 km from Kaza, Himachal Pradesh, the capital of the Spiti region. This monastery rose to prominence when it celebrated its thousandth year of existence in 1996. It houses a collection of Buddhist scriptures, Buddhist statues and Thangkas. The ancient gompa is finished with mud plaster, and contains several scriptures and documents. Lama Dzangpo heads the gompa here. There is a modern guest house with a dining hall and all facilities are available.
Another famous gompa, Kardang Monastery, is located at an elevation of 3,500 metres across the river, about 8 km from Keylong. Kardang is well connected by the road via the Tandi bridge which is about 14 km from Keylong. Built in the 12th century, this monastery houses a large library of Buddhist literature including the main Kangyur and Tangyur scriptures.
The treacherous weather in Lahaul and Spiti permits visitors to tour only between the months of June to October, when the roads and villages are free of snow and the high passes (Rothang La and Kunzum La) are open. It is possible to access Spiti from Kinnaur (along the Sutlej) all through the year, although the road is sometimes temporarily closed by landslides or avalanches.
Buddhist Monasteries in Spiti: Spiti is one of the important centers of Buddhism in Himachal Pradesh. It is popularly known as the 'land of lamas'. The valley is dotted by numerous Buddhist Monasteries or Gompas that are famous throughout the world and are a favorite of Dalai Lama.
Kye Monastery: Kye Monastery in Spiti is the main research center of the Buddhists in India. Near about 300 lamas are receiving their religious training from here. It is oldest and biggest monastery in Spiti. It houses the rare painting and beautiful scriptures of Buddha and other gods and goddess. You may also find rare 'Thangka' paintings and ancient musical instruments 'trumpets, cymbals, and drums in the monastery.
Tabo Monastery: Perched at an amazing altitude of 3050 meters, Tabo Monastery in the valley of Spiti is often referred to as the 'Ajanta of the Himalayas'. The 10th century Tabo Monastery was founded by the great scholar, Richen Zangpo, and has been declared as the World Heritage Site by UNESCO. The monastery houses more than 6 lamas and contains the rare collection of scriptures, pieces of art, wall paintings -Tankhas and Stucco.
Flora and fauna of Spiti Valley: The valley is blessed with the good population of snow leopards, ibex, Himalayan Brown Bear, Musk Deer, Himalayan Blue Sheep etc. which serves as the boon for the wildlife lovers. There are two important protected areas in the region that are a home to snow leopard and its prey including the Pin Valley National Park and Kibber Wildlife Sanctuary. Surprisingly, due to ardent religious beliefs, people of Spiti do not hunt these wild animals.
Apart from the exotic wildlife, the Valley of Spiti is also known for its amazing wealth of flora and the profusion of wild flowers. Some of the mot common species found here include Causinia thomsonii, Seseli trilobum, Crepis flexuosa, Caragana brevifolia and Krascheninikovia ceratoides. Then there are more than 62 species of medicinal plants found here.
Adventure activities:
To- do-Trials: For trekkers, the Spiti Valley is a paradise, offering challenging treks to explore the new heights of the Himalayas. The treks takes you to the most remote areas including the rugged villages and old Gompas followed by the exotic wildlife trails. Some of the popular trekking routes in the area includes Kaza-Langza-Hikim-Comic-Kaza, Kaza-Ki-Kibber-Gete-Kaza, Kaza-Losar-Kunzum La and Kaza-Tabo-Sumdo-Nako. Please note that you carry all the necessary things before out for the trekking tour to Spiti. Tents, sleeping bags, cooking equipment, heavy woollens and sunglasses are a must.
Skiing: Skiing is the popular adventure sports in Spiti and is popular in India from the past few years. The amazing snow clad mountains with the added advantage of inspiring heights are enough to allure the adventure spirits of the avid skier, providing all the thrill and fun attracted to the sport. People from all around the globe come to experience this enthralling adventure activity.
Yak Safari: The most exciting of all adventure activities in Spiti is the Yak safari. You can hire the Yak to see the flora and fauna of trans-Himalayan desert. It is, in fact, the lifetime opportunity that you won't find anywhere else so easily. Apart from this, horse safaris are also conducted in this area.
Sources en.wikipedia.org/wiki/Lahaul_and_Spiti_district
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To protect my work i load pictures only on flickr and they are in web compatible resolutions only.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.
Groups i administer on facebook and flickr (1000 plus members allready in few months )
ART OF PHOTOGRAPHY & WORLD THROUGH THE EYES OF SERIOUS PHOTOGRAPHERS on facebook
www.facebook.com/group.php?gid=111942842150274
HIMACHAL Kullu Manali, Sundernagar Mandi, Dharamsala,Shimla,Lahaul Spiti12
www.facebook.com/group.php?gid=234474081858
ART OF PHOTOGRAPHY & WORLD THROUGH SERIOUS PHOTOGRAPHERS EYES
www.flickr.com/groups/prodigious/
I intent to publish in near future the TRAVEL PHOTOBOOKS on
Landscapes in 6 Continents (Title 1- Stupendous Landscapes across 6 Continents) ,
Wonders of World (Title 2 - "Ancient and New 7 Wonders of World from a Himalayan Photographers Eye") ,
28 UNESCO World Heritage Sites in India (Title 3 -"All 28 UNESCO World Heritage Sites in India") ,
Himalayas in India, Nepal, China, Tibet & Bhutan (Title 4 -"Stupendous Himalayas"),
UNESCO Interesting World Heritage Sites across globe ( Title 5 - "Best of UNESCO World Heritage Sites") ,
Himachal Pradesh (Title 6 - "Unforgettable Himachal Pradesh" Photostories by SunDeep® Bhardwaj sundeepkullu.com)
I do not allow downloading of my images and they are digitally watermarked with Digimarc (DMRC) which makes it easier for me to identify any unauthorised party using the across web or any media. Even if my work is downloaded in full or in part Digimarc is capable of tracing the use of images across web or any other media. Due to previous copyright infringement by parties not authorised in written by me, i have penalised parties using my images without my permisision. I stock my photos on my official website sundeepkullu.com and flickr (the world's best photography website for professionals amateurs and serious photographers as well as photo admirers) in web compatible resolutions only with no permissions to download or use my pictures in any kind of media without prior written permission from me. Thanks for your understanding.
Thanks for your LIKES and COMMENTS and VISITING
WORLD IS MY STUDIO "I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself"........... SunDeep® Bhardwaj Kullu
SDBWP™
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Finnish Army Soldiers taking part in Exercise Arctic Sheild: The aim of the exercise was to develop the performance of the ground in arctic conditions, to test the skills of a trained group and to increase compatibility with Swedish soldiers December 2018
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★ 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 ★
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★ 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 ★
A few weeks ago i was trying to figure out how to "live view" images from my camera onto my ipad. The only solutions i could come up with were either expensive or were questionable; such as the eye fi non-compatibility issues with the D800.
i found "Helicon remote" in the Google app store (its free) and it works great, but ipads are not supported (there are ios, windows and Android version only). The software works on many cameras, so go to their site and check it out.
In the photo above, the camera live view is being displayed on my phone (i can swipe the phone screen to maximize the image to fill the screen). My phone screen (Galaxy S2) is definitely bigger than my camera screen, but i am thinking about getting an Android tablet or Galaxy Note II in the upcoming weeks, so the images will be even larger. There are many nice features in the app.... including live hyperfocal distance calculators, interval timers (my camera has this, but some dont), dof preview, highlight of overexposed areas etc.
For the connection, i am using the stock USB 3 cable that came with the camera and then bought a converter on ebay for $2 to make the regular USB end into a micro usb connector which works on a million devices.
Hey, i might not use this set up every day, but there are times when i think this would be fun to use.
Hope you all find this helpful if you dont already know about it.
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
+++ 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.
+++ 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.
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★ 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 ★
Cult Mainstore: maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
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+++ 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.
+++ 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.
+++ 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.
+++ 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?!
+++ 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.
+++ 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.
+++ 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.
JUST KOOL SHORTS FIT
⊡ 75L Weekend sale
☰ Items Included:Color Hud
⋮ 15 Colors
☰ Compatibility with:
☑ Maitreya ☑ Belleza (All) ☑ Slink (All) ☑ Ebody (All)
Hi Culties & Spookies, Time to kick off your weekend shopping just right!
★ For 99L Sale ★ Courtney ★ For G.O.A.T 66 Sale ★ Kaya ★
★ 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 ★
Hi Culties & Spookies, More Weekly Sales for your shopping pleasure!
★ Item ★ The Diego boots are your basic combat boots but you either dress them up or down, which makes them extremely versatile!
★ Rigged For ★ Legacy M ★ Jake ★ Gianni ★ Kario ★
★ 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 ★