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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consisting of Eastern Bloc aircraft inherited from the Soviet Union after the country’s dissolution – was totally outdated, the most potent aircraft were a dozen Suchoj Su-25 attack aircraft and a handful of MiG-21U trainers.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.
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 ★
This CPU cooler is huge. It's neat to look through it at the same angle as the metal slats; I walked around my room looking at it through this. Good times.
CPU Cooler: Arctic Freezer I30 CPU Cooler: $34.98 from SuperBiiz.com ... After having to upgrade CPU coolers TWICE IN A MONTH with my old computer Hades, due to cat hairs, I knew not to bother skimping out this time. I want straight for the more expensive, more large, $40 aftermarket cooler. Unfortunately, it was so large it blocked a RAM slot, and due to the way RAM works in this motherboard, that means not being able to use 2 RAM slots. But my motherboard has 8 RAM slots. I just wish I hadn't bought 4G SIMMS, because 6 * 4G = 24G, and being maxed out at 24G RAM kinda sucks when I regularly break 30G of actual-memory-used. If I could have used those 2 extra slots, I'd be up to 32G of RAM. If I had bought 8G SIMMS, I could have gotten 24G of RAM, and then upgraded up to 48G. But I'm stuck with 24G, and not wanting to spend $300 just to get to 32G (by virtue of having to re-buy all-8G SIMMS). ANYWAY, this cooler has other features/specs: Mfr Part Number: FREEZER I30 / 4 Mounting Directions / Application: Intel / Material: Aluminum finsx48, thickness 0.5mm / Heatpipe: Direct-Touch 8mmx4 (double-sided) / Fan Speed: ARCTIC F12 PWM; 120 mm, 400 - 1,350 RPM (PWM controlled) / Air Flow: 74 CFM / 125.7 m3/h / Bearings: Fluid Dynamic Bearing / Noise Level: 0.3 Sone (@ 1,350 RPM) / Maximum Cooling Capacity: 320 Watts / Current/Voltage: 0.22A / 3.5 - 12V / Dimensions: 139x100x161mm / Weight: 0.9kg / Compatibility List: LGA 2011: i7 Extreme=i7-3980X,i7-3960X; i7=i7-3930K,i7-3820; LGA 1155: i7=i7-2700K,i7-2600S,i7-2600K,i7-2600; i5=i5-2500T,i5-2500S,i5-2500K,i5-2500,i5-2405S,i5-2400S,i5-2400,i5-2390T,i5-2320,i5-2310,i5-2300; i3=i3-3240T,i3-3240,i3-3225,i3-3220T,i3-3220,i3-2120,i3-2105,i3-2100T,i3-2100; Pentium=G860,G850,G840; LGA 1156: i7=i7-880,i7-875K,i7-870S,i7-870,i7-860S,i7-860,i5=i5-760,i5-750S,i5-750,i5-680,i5-670,i5-661,i5-660,i5-655K,i5-650,i5-540,i5-530,i3=i3-560,i3-550,i3-540,i3-530,Pentium=G6960,G6950; LGA 1150 / 6 year warranty
building computer.
computer fan, heat sink.
Thailog.
upstairs, Clint and Carolyn's house, Alexandria, Virginia.
March 12, 2015.
... Read my blog at ClintJCL at wordpress.com
... Read Carolyn's blog at CarolynCASL at wordpress.com
BACKSTORY: Building my new computer! We decided to name it Thailog. Thailog ("Goliath" spelled backwards) is the evil twin of Goliath from the cartoon Gargoyles. Carolyn's^ computer is named after Goliath, so it just makes sense that ^Clint's^ computer is the evil twin of ^Carolyn's^ computer. A quick summary of the computer's specs is: Intel Core i7-5820K Haswell-E 6-Core 3.3GHz with an Arctic Freezer I30 cooler on a ASRock X99 WS EATX motherboard with 24G of Crucial Ballistix Sport DDR4 2400mHz RAM, a Radeon R9 270 video card, and a Crucial M500 240GB M.2 SSD...all inside a massive NZXT Phantom 820 case. It was a $1560 build, summarized on my blog at clintjcl.wordpress.com/2015/03/06/journal-hardware-purcha...
Hi Culties & Spookies, More Weekly Sales for your shopping pleasure!
★ Item ★ The Madeline boots are sleek and sexy with pretty bows!
★ Rigged For ★ Reborn ★ Legacy Female ★ Kupra ★ Lara ★ Gen-X Curvy ★ MaitreyaX ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Hi Culties & Spookies, Time to kick off your weekend shopping just right!
★ Rigged For ★ Reborn ★ Legacy Female ★ Kupra ★ GEN-X ★ Lara ★ MaitreyaX
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Terran Federation space superiority fighter designed for modular loadout and silo launch compatibility.
www.thekingslayer.com/wp-content/uploads/2016/03/PlayStat... www.thekingslayer.com/2016/03/16/playstation-vr-motion-ca...
Up until yesterday motion controls were all but dead and gone. The idea that playing a game with your hands, and waving around like a silly person is now in vogue. Ask Sony, and gamers looking forward to the Playstation 4 VR experience motion controls are now necessary for you to fully play. In...
-Alternate Universe-
(Continued from Chapter 22: The Meet-Cute)
www.flickr.com/photos/153660805@N05/51304152317
***Please note that this chapter contains adult themes (NSFW).***
The last three weeks had passed both quickly and agonizingly slow for Aiden. Ever since his first date with Vincent at the diner, they had been texting back and forth. Aiden felt that they were getting along splendidly. But now all the waiting was finally over! Vincent was back from his business trip and he'd agreed to meet again for a second date! They decided to meet where they'd first met, at Babba's Cafe, in the early evening and see where the rest of the day took them.
Aiden had arrived at the little outdoor coffee shop just before the appointed time to find Vincent had already made it before him. Aiden grinned and couldn't help how his heart sped up excitedly upon seeing Vincent smiling back at him in return.
Vincent had to admit he enjoyed those text conversations over the past few weeks with the younger man. Aiden surprised him several times; often by causing Vincent to chuckle or say something he'd normally not reveal so early in the dating game...but Aiden had a way about him that made him feel so comfortable to be himself.
And it showed! Nearly two hours passed and the men were still just chatting back and forth as they enjoyed their coffees and each other's company. It was almost unheard of for the introverted Vincent! Just like the time at the diner, he found he didn't really want to say goodnight to his date yet. Last time, he had to cut the evening short due to his business trip. Tonight, however, he had all the time in the world!
Therefore, Vincent invited Aiden out to dinner and offered to pay since Aiden had generously paid for Vincent's iced coffee. Aiden was happy to spend more time with him and agreed to join him without hesitation and even offered to buy dessert.
Together, they'd agreed on Chinese. So Vincent suggested an amazing hole-in-the-wall restaurant over by his apartment. Vincent, surprising himself, volunteered to drive them there. So, together they walked to his vehicle (a black Porsche 911 Turbo Cabriolet) and off they went...once Aiden had his chance to gush over it, of course!
Dinner was delicious and while they continued to enjoy each other's company it was clear the mood had started to shift. They were more quiet now as they enjoyed their meal. Every so often Aiden would glance towards Vincent. Each time, Vincent caught him and gave Aiden a little smirk; often with a blush tinting his cheeks. Aiden was not as sneaky as he thought he was being. And there was a small tension growing between them; a good kind of tension.
As Vincent paid for their meals afterwards, he began to contemplate saying goodnight now after all. It wasn't that he didn't want to spend more time with Aiden...but was it wise? He glanced over towards Aiden as he stood in front of a claw machine. A moment later he began digging for quarters in his wallet. Vincent smirked a little and turned back to the desk to finish paying the cashier. Once it was all settled, he went to rejoin his date at the claw machine.
Vincent was impressed with Aiden's skill as he succeeded to score a small raven plushie! Good for him! He grinned and nudged Aiden's arm once the plushie dropped successfully into the prize bin and chuckled.
"Go you!"
Aiden laughed softly and blushed as he retrieved his prize. Then he turned to face Vincent and licked his lips nervously. But before Vincent could ask what the look was for, the plushie was held out to him as Aiden explained, "This is for you."
"For me?"
"Mhm. I saw it and I thought of you."
Vincent blinked in surprise as he reached out and took the soft, hand-sized plushie in his hands. No one had ever given him something like this before. But then perhaps no one would have guessed that the stoic, unsmiling, and straight-to-the-point Vincent was secretly a lover of adorable things. Vincent's cheeks colored a lovely shade of red as he gazed up at Aiden with a pleased little smile. Ah, Aiden was doing everything right tonight so far.
"Thank you. That's...sweet of you."
"You're very welcome!"
Aiden blushed slightly more as Vincent broke out into a wider smile. As he began heading out the door, Aiden began to walk alongside him with a satisfied smile. This date was going splendidly!
Once out in the evening air, Vincent inhaled deeply and let it out happily. As Aiden joined him at his side, Vincent gestured for him to walk alongside him. He didn't have to tell him twice! Aiden grinned and happily began to walk the short distance down the sidewalk back towards Vincent's car.
Yet Aiden was a little surprised that Vincent didn't slow down and walked right past his car. That WAS his car, right? Aiden glanced over his shoulder, certain that they'd passed it, and was about to mention it to Vincent. But before he could open his mouth, he felt Vincent's hand brush against his almost hesitantly before his palm turned towards his and boldly slid his fingers between Aiden's. Okay, Vincent realized, maybe he wasn't ready to say goodnight after all...
Aiden blinked and broke out into a grin as his fingers gently gave his a squeeze. Yes, he wanted this. Aiden nibbled his lower lip and glanced towards Vincent who glanced back at the same time. They both smiled shyly and continued to enjoy their quiet walk along the city street. Though it was only a minute later that Aiden suddenly remembered something as he noticed a sweet shop across the street!
"Are you in the mood for dessert?"
"Mm, I could go for dessert. What did you have in mind?"
Aiden smiled and pointed with his free hand across the way towards the shop that had caught his eye. Vincent followed his gaze and broke into a smile. Normally, he wasn't big on sweets but this shop sold a few of his favorites. He grinned up at Aiden and told him, "I like the way you think."
Inside the sweet shop, Aiden revealed himself to have quite a sweet tooth! Vincent watched with amusement as Aiden struggled to decide between everything! Finally he settled on chocolate drizzled honeycomb; a favorite but rare treat he'd not had in a long time. Meanwhile, Vincent chose one of his usual favorites: chocolate covered coffee beans.
The men happily made their way back out onto the sidewalk once again with their dessert (with Vincent's plushie tucked safely into his pocket). Vincent led Aiden the long way back to the car so they had more time to enjoy together. He couldn't help but occasionally glance up at Aiden and watch his enjoyment as he munched away happily. When Aiden offered to share a bite Vincent politely declined but offered some of his own dessert. Aiden grinned and reached in to take some but walking made it awkward and Vincent nearly dropped the bag!
"Aiden, wait!" Vincent chuckled as he reached out to grasp his arm to halt his progress. He gently tugged him to stand before him causing Aiden to laugh softly as he was steadied. And in the dim lighting of the streetlights Vincent could see that cute blush of his. With an amused smirk Vincent offered the bag up to him again. After gazing into Vincent's eyes for a moment Aiden then reached in and plucked out a few beans and popped them into his mouth.
"Mm, tasty!"
"Mhm. You can taste the freshness. They make them here at the sweet shop," Vincent explained as he began to walk once more. A second later he realized Aiden was not next to him anymore. When he glanced back at Aiden he saw Aiden's gaze had actually lowered and was very obviously checking out his ass!
Aiden realized quickly he'd been caught and sheepishly raised his gaze with a deepening blush and nervous nibble of his lower lip. Would Vincent be upset? Though his worries were quickly squashed as he saw a highly amused smirk perk his date's lips. Instead of saying anything, Vincent reached out and hooked his arm around Aiden's so they could walk close and still enjoy their desserts. He was still smirking as he popped a couple of his chocolate covered coffee beans into his mouth and silently continued walking. Aiden grinned and happily walked alongside him while taking a bite of his honeycomb. Evidently, Vincent approved of Aiden's admiration of his ass. Well, then!
They continued to slowly make their way towards Vincent's car in silence as they enjoyed their treats. But as they turned the corner and the car was in sight Vincent began to feel a small sinking feeling in his stomach as he realized this meant the end of their evening together. As he heard a tiny sigh next to him, he began to think that maybe he wasn't the only one feeling that way.
When they were close to the car, Vincent paused their trek beside a garbage can where he tossed his small bag out. He stepped back as Aiden tossed his own trash out. Aiden turned to smile at Vincent before he reached for his hand and took it now without hesitation. Vincent spread his fingers for him and intertwined their fingers. Though, they didn't keep walking.
As they stood there and gazed at each other, Vincent began to feel his heart thump harder in his chest and his lips parted slightly. He watched Aiden's eyes flick down towards his lips and he felt his heart thump again. It was the universal sign for wanting to be kissed. And truthfully Vincent's own lips had begun to tingle as he began to wonder how Aiden would taste...
Vincent's hands came up without permission and gently but firmly grasped the collar of Aiden's open button up and tugged him downwards and captured the younger man's lips with his own. He immediately delved in, fingers brushing up along his collar to cup along his neck as he began tasting him for the first time.
Aiden blinked in surprise as he was suddenly kissed, but he didn't need to be told twice! With a quiet sigh of pleasure, Aiden's hands moved around Vincent's slender waist and pulled him closer as he closed his eyes and allowed himself to experience their first kiss. Aiden had been fantasizing about kissing Vincent all night! He hadn't realized he had been giving any such look of longing as he was doing moments earlier.
They continued to kiss for nearly half a minute, uncaring of the world around them as they touched and tasted each other. When Vincent pulled back slightly and gazed up at Aiden with flushed cheeks, Aiden gazed back at him with a little grin. He glanced around then leaned in to peck Vincent's lips before reaching for his hand and tugging him nearby to a more private corner of the side street.
Once they had a little more privacy the two quickly met for another kiss; this time delving in deeper and pressing closer so that there was no space between them. It had been a while since Vincent had felt like this for anyone...but now that he was and knew that Aiden was feeling the same? He wasn't about to stop just yet.
Though it didn't take very long for their kissing to become more heated and they were pressing the boundaries of public decency with their making out. Vincent's fingers slid back to Aiden's hair and gave a gentle tug in a spot that most people found...arousing. He was not disappointed as he heard Aiden gasp pleasurably and felt his fingers curl into Vincent's sides. Vincent's lips slid down along his chin and to his throat as he began to allow himself to get a little lost in the moment. The fire was only fueled as Aiden gave a quiet moan as Vincent's lips found just the right spot...
Lifting his head Vincent gazed up into Aiden's eyes through his bangs and murmured, "Ready to go home?" to which Aiden's eyes darkened slightly as he breathed a little huskily and without hesitation, "Home? Yours or mine?"
Aiden hadn't meant that to slip out like that despite it being what he wanted! Would Vincent find it too forward of him? He very quickly got his answer.
With a small growl that sounded primal and a touch animalistic, Vincent leaned in and roughly nipped a spot near the base of Aiden's throat; a sensitive bundle of nerves that lit his body aflame with desire. As Aiden fought back another moan, Vincent's gaze lifted and poured into his with a heat that froze with fire.
"Mine."
The way he said it, Aiden felt, it felt more than just declaring their destination. It felt as if he were being claimed somehow. God, that was hot! Licking his lips, Aiden swallowed nervously and agreed breathlessly, "Yours."
Without another word, Vincent pulled away while keeping his gaze on Aiden for a long moment and very obviously was taking the time to look him over. With a small smirk he gestured for Aiden to come along and head back to his car. Oh yes, he couldn't wait to make this young man his...
...
At his apartment Vincent let his guest inside and closed the door behind him, locking it and toeing out of his shoes and leaving them at the door. Thus far, they'd been good. Just a little longer. Vincent went to his modern day record player and retrieved a favored album. It was one that was New Age; something melodic and sensual that would help enhance the mood, he felt. When he'd turned to look at Aiden, he saw that he was standing nearby and was watching him; not even bothering to conceal his look of desire. It seemed Aiden wasn't too concerned about a tour and neither was Vincent...unless it had to do with his bed.
Vincent approached Aiden and once he was in reaching distance, Aiden's arms opened and encircled him. He pulled him close and they immediately met and delved into a hungry kiss; one that they'd held back in public. But now that they were in the safety of privacy? There was no reason to hold back anymore.
Soft moans and heavy breathing escaped as they kissed, touched, and experienced each other. Still kissing, Aiden shrugged off his nice button up and Vincent's hands slid down his torso and began to tug his tee shirt up off of him. Their kiss broke long enough for the fabric to pass between them before their lips were back on one another's as Vincent tossed Aiden's shirt carelessly aside. Right now, he didn't really give a shit where anything landed.
Vincent gave Aiden's lower lip a nip before pulling back and lowering his mouth to ravish along his neck. He focused on that little bundle of nerves at the base of Aiden's neck, causing soft gasps of pleasure to escape him. And as Vincent's lips parted as he began to suckle along his flesh, he felt Aiden's hands slide down over his ass and squeeze.
Vincent moaned into Aiden's neck as his lips moved further south, leaving a trail of kisses and love bites along his flesh. Gods, something about Aiden had lit a fire in him; one he never expected to feel so soon if at all!
Aiden's hands slid down further and suddenly Vincent was lifted up into the air and Aiden pressed his pelvis between his thighs. As Vincent's legs wrapped around Aiden's hips, he lifted his head and pointed towards his bedroom as he told him, "In there." With a nod, Aiden turned his gaze to see where he was pointing. Once he knew where to go, he turned and delved into a kiss once again and began to carry him to the bedroom as Vincent clung to him.
As soon as they made it inside, Aiden pressed Vincent right up against the nearest wall, pressing pelvis to pelvis and grinding against him and encouraging his body to respond more. Now that he knew Vincent wanted him, too, there was no need to hold this side of himself back. He broke the kiss to press his mouth heatedly to Vincent's throat and began to sample and taste his flesh.
Vincent moaned as he leaned his head back and closed his eyes. He felt Aiden's tongue trace along his sensitive skin, causing him to tremble and tighten his hands around him. Gods...yes. Aiden was doing everything right, and now? Now, Vincent couldn't wait to see what the future held for them. Something told him this was going somewhere. He was secretly looking forward to it. But they'd figure that all out tomorrow. Tonight? Tonight, he had every intention of getting to know his new lover in quite the physical way and finding out all the ways they were compatible in bed...
---
NEXT PART: (Soon to come!)
Please note that the next chapter will continue the original storyline of TCATE!
To select another chapter (or even start from the beginning), here's the album link:
www.flickr.com/photos/153660805@N05/albums/72157717075565127
***Please note this is a BOY LOVE (LGBTQ+) series. It is a slow burn and is rated YOUNG ADULT!***
Special thank you to my husband Vin for collaborating with me on this series and co-starring as The Captain!
♥ I would also like to say this chapter is written as per Vin's request! He is, after all, my #1 fan and I have to do some fan service, yis? *waggles brows* His request was to see Cap'n and Aiden getting rawr! So here you go, Baby! ;)
---
DISCORD SERVER: That's right! The Captain and the Engineer has a Discord Server! If you would like to join and chat with other crewmates and see what's new and happening before it gets posted to Flickr, click the link!
FACEBOOK PAGE: The Captain and the Engineer has a FACEBOOK PAGE! Please come Like, Follow, and join the crew! Thank you so much for all your support!
A relationship is composed of many things: friendship, sexual attraction, intellectual compatibility, and, of course, love. Love is the glue that keeps a relationship strong and solid. ... However, what does love mean can be summarised as an intense feeling of euphoria and deep affection for someone or something
KERRIE KNIT DRESS
⊡ Weekend sale
⋮ 15 Colors
☰ 8 individual colors available + Color Hud~Fatpack
☰ Compatibility with:
☑ Maitreya + Petite ☑ Legacy + Perky ☑ Belleza (Freya,Isis) ☑ Slink (All) ☑ Kupra (All) ☑ Ebody (Curvy,Reborn) ☑ Kalhene
iPod Touch 2nd genereation 32GB.
was randomly experimenting on the compatibility of my light tent and sb600.
and so I picked on my iPod.
Looks like it's workin!
What say you? ;)
Since my parents have also gone through the 23andMe DNA analysis, we can compare genes.
Thanks for the endurance mom! For those who know her, this is a strong point. =)
The genome-wide comparison above covers almost a million SNPs (Single Nucleotide Polymorphisms), which are point letter mutations (like A → G or T → C swaps) that have accumulated in relatively recent generations and vary across the peoples of the planet.
For each of the traits, I added a note with explanatory text from 23andMe. For example, the 135 SNPs related to endurance cover “genes that have been associated with different endurance phenotypes, including VO2max (your maximum capacity to transport and utilize oxygen), running distance, exercise time, and power output.”
Immune System Compatibility is also pretty interesting as it is almost entirely genetic, and relates to organ transplant potential and mate preference (we have a natural aversion to people with immune systems too similar to our own). Whew!
The analysis above is on the 22 autosomal chromosomes which are a blend from mom and dad. To look at a segment of DNA that we know only came from Mom, we look at the mitochondrial DNA (mtDNA) which is outside the nucleus and resident in each of the mitochondria, or “power plants” of our cells. When you were a single cell, that cell came from mom. Dad’s genetic contribution went straight to the nucleus. And as that cell proceeded to divide, the mtDNA was copied as well, now replicated in all of the cells of your body, and entirely derived from mom. The sperm’s mitochondria are mainly in the tail, and the egg cell destroys any that might make it across. And it is abundant. Your liver cells, for example, have about 1500 mitochondria and about 10 thousand copies of mom’s mtDNA per cell.
By the way, this snippet of code is a clue to the endosymbiosis of the distant past where our cells engulfed energetic bacteria to power our much larger cells. The mtDNA forms a circle, instead of a strand, as found in viruses, bacteria and archaea. It also has a high mutation rate, like bacteria, which makes it useful for genetic archaeology.
So, for Mother's Day, it seemed appropriate to look at my mom and all of the moms in her maternal line. Our mtDNA pegs us as Maternal Haplogroup H11a, which is common to Nicolaus Copernicus and Marie Antoinette. =)
23andMe summarizes: "H originated in the Near East and then expanded after the peak of the Ice Age into Europe, where it is the most prevalent haplogroup today. It is present in about half of the Scandinavian population...
H originated about 40,000 years ago in the Near East, where favorable climate conditions allowed it to flourish. About 10,000 years later it spread westward all the way to the Atlantic coast and east into central Asia as far as the Altay Mountains.
About 21,000 years ago an intensification of Ice Age conditions blanketed much of Eurasia with mile-thick glaciers and squeezed people into a handful of ice-free refuges in Iberia, Italy, the Balkans and the Caucasus. Several branches of haplogroup H arose during that time, and after the glaciers began receding about 15,000 years ago most of them played a prominent role in the repopulation of the continent.
Haplogroup H achieved an even wider distribution later on with the spread of agriculture and the rise of organized military campaigns.
Recent research indicates Haplogroup H made its way into the deserts of northern Africa via the Strait of Gibraltar."
And for those wondering how we know Copernicus’ mtDNA, we turn to The Spittoon: "Even though DNA begins degrading immediately following death, the genetic material is often preserved in the teeth for hundreds or thousands of years. Scientists studying ancient DNA (aDNA) usually focus on the type of DNA that has the greatest chance of surviving: mitochondrial DNA (mtDNA), which is passed exclusively from mother to children. The sheer abundance of mtDNA makes it much more likely to survive; each cell contains hundreds of copies."
The AX is the first autofocus Contax SLR produced by Kyocera. The AX achieves autofocus capability with the standard manual focus Carl Zeiss lenses by utilizing a specially-developed automatic back focusing system. With this system, the fixed mirror box, pentaprism assembly and film plane move as a unit along a ceramic rail to achieve focus. Contax later introduced the N1/NX series of autofocus film SLRs that used a new generation of autofocus Carl Zeiss lenses. The later model N1 and NX are not compatible with manual focus Contax/Yashica mount Carl Zeiss and Yashica lenses.
Being a long-time manual focus SLR user when the AX first came out, I at first did not know how to react to this camera. Recall at the time that many photographers were still shooting manual focus SLRs, such as the Nikon F3, Contax ST,etc. The AX generated a lot of commentary in the press and especially on the Internet soon after its release. Some thought it was great that Contax took this approach to finally develop an autofocus SLR. Others though this was an admission of defeat by a camera maker that waited far too long to get onto the autofocus SLR bandwagon. Looking back from a historical standpoint, the AX was a brilliant solution by Kyocera to try to compete in the autofocus SLR market while maintaining compatibility with their existing base of Contax line Carl Zeiss lenses. In a way, the RX and AX were stepping stones by Kyocera on their way from traditional manual focus to a complete autofocus system with the N1/NX.
For those who are used to the image of sleek, thin SLRs such as the RX and the ST, the AX does not immediately appear to be beautiful. The camera has the cosmetics of an RX, but the AX body is much thicker from front to back to make room for the moving focus assembly within the camera. However, once one gets used to the camera's bulky image, at least for a 35mm SLR, one realizes that it is packed with useful technology and really does combine the best features of automatic focus capabilities and compatibility with Carl Zeiss manual focus lenses.
The AX continued the tradition of providing the tank-like over-engineered feel common to most Contax bodies. The camera has a titanium top cover and an aluminum alloy die-cast chassis, and is made with the same attention to detail and finely-machined parts for which Contax cameras are renowned. All of the controls are consistent with the design of other high-end Contax cameras, employing the switches and knobs representative of a traditional analog user interface but which are actually electronic controls connected to state-of-the-are electronic circuitry within the camera. The camera weighs in at 1,080 grams without battery, so it is no lightweight. However, its weight is still acceptable when compared with certain other contemporaneous professional-level bodies from Contax (RTSIII), Nikon (F4 and F5) and others, especially after battery weight is factored in.
Let's check out the various features of this fascinating camera. Basically, the designers have successfully combined the best and most important features of the RX, ST and RTSIII, and then gone a step further by adding autofocus. The AX has a shutter speed dial positioned at the standard Contax location on the top left of the camera. While shutter speed can only be set from 4 sec. to 1/4000 sec. in manual and shutter priority mode, the shutter has an increased range from 32 sec. to 1/6000 sec. in Av and P modes. Surrounding the shutter speed dial is an exposure mode selector lever, which permits selection of the following metering modes: Av, Tv, P, M, X and B. The same lever is also used for selecting modes to directly adjust film ISO and to modify the custom functions of the camera. Custom functions such as film leader out on rewind are actually set using the two adjustment buttons on the top right of the camera. The AX has the standard Contax exposure compensation dial on the top right of the camera, which allows very easy and quick adjustment of exposure compensation in the range of +-2 EV. The exposure compensation dial is surrounded by the automatic bracketing control ("ABC") lever, which permits a series of three photographs to be taken with +- 0.5 or 1.0 EV exposure compensation. The ABC function works either by making one exposure with each press of the shutter release button, or a continuous burst of three frames as long as the shutter release button is held down, depending on how the drive mode selector dial is set (single or continuous exposure). The top-mounted drive mode selector dial allows adjustment for single frame exposure, continuous exposure (at 3 or 5 fps), multiple exposure, and self timer (2 or 10 second delay). Surrounding the drive mode selector dial is the focus mode selector lever. This lever allows rapid selection among manual focus, single autofocus, continuous autofocus, and a macro setting. A combination button/dial just under the thumb position on the back right of the camera body works with the focus mode selector lever to adjust the operation of the focus system. The main switch surrounding the shutter release button has the usual Contax autoexposure lock functionality. However, the AX adopts the RTSIII's very convenient placement of the exposure meter selection switch to the left side of the lens mount. Other controls include the standard Contax exposure check button and electronic depth-of-field preview button on the right front of the camera. The exposure check button activates the viewfinder information without the risk of tripping the shutter when trying to press the shutter release button down only half-way. The camera also provides built-it dioptric adjustment and a shutter for the viewfinder eyepiece.
The viewfinder of the AX is very good. The camera uses an oversized prism, providing a very bright view of the subject and a 95% field of view. While it is an autofocus camera, the AX, like the RX, also sports the traditional horizontal split image, microprism collar, and of course matte field optical focusing aids. All of the viewfinder readouts are located on a LCD display below the viewfinder image. This display includes an exposure frame counter, spot/average metering indicator, exposure compensation indicator (+ or -, as well as a numerical readout of the amount of compensation), flash indicator, back focus position indicator, in-focus indicator, aperture indicator, over/under exposure warning, and shutter speed indicator. Because of the packed real estate on the viewfinder LCD readout, there is unfortunately no room for a graphical indication of the exact amount of exposure compensation, or any indication of the amount of over/under exposure when setting exposure in M mode. Metering patterns are a 5 mm spot meter, which includes the area within the microprism focusing collar, and a wide area center-weighted average pattern. In addition to the standard FW-1 focusing screen, Contax also provides four other selections of focusing screens for various applications.
The flash functionality of the AX combines the best features of both the RX and the ST, but does not offer the pre-flash spot meter found on the RTSIII. Flash synch is at a fastest speed of 1/200 second. Among Contax electronic cameras, only the RTSIII offers a faster maximum synch speed (1/250 second). This speed should be fast enough for fill flash in most available light conditions. TTL flash appears to be based on a fairly narrow center-weighted pattern. The AX shares the RX's five-point flash contact on the accessory shoe, providing enhanced camera to flash communication, as well as a locking slot to keep the flash unit from falling off. With this improved communication, the Contax TLA flash readout panel will automatically reflect the film ISO and lens aperture, as well as activate the direct flash exposure compensation functionality on the flash unit itself. With this system, balanced fill flash is implemented by setting the appropriate negative flash compensation on the flash unit.
The AX can be fit with an optional multi-functional data back (D-8). This highly advanced data back allows the recording of data (such as shutter speed and aperture, date, time or exposure mode) between the film frames or on frames one and two at the beginning of the roll. Somewhat uniquely in its class, the D-8 also provides an intervalometer that can be set to trigger exposures from every two seconds to 99 hours, 59 minutes, 59 seconds.
The AX works on one 6V lithium 2CR5 battery. The battery is inserted on one side of the camera base, allowing the tripod mount of this relatively weighty camera to be placed at the body's center of balance. Kyocera claims that the battery has a capacity of about 50 rolls of 36-exposure film under their test conditions. The automatic back focusing system of the AX appears to be relatively energy-efficient. As I mentioned in my separate review for the RX, I prefer the use of lithium batteries in Contax cameras, which provides for longer time between battery changes, better cold weather performance, and lighter travelling weight.
The autofocus system of the AX utilizes an AF-assist beam, which is emitted from the right front of the camera. The camera’s autofocus capability is relatively fast and accurate for general use, especially for the time when the AX was released. It was not as fast as the autofocus systems on high-end sports-oriented cameras, such as the Nikon F5 or the Canon EOS 1n. Nevertheless, the AX's focusing speed and accuracy compared very favorably with other autofocus bodies offered by the competition. A very nice feature of the AX's autofocus system is its ability to turn almost any lens into a macro lens (by eliminating the need to use extension tubes). In normal (non-macro) autofocus mode, some care must be taken when focusing floating element/group lenses at relatively close distances.
Carl Zeiss Vario-Sonnar 28-85/3.3-4.0
The Carl Zeiss Vario-Sonar T* 28-85mm f/3.3-4 (MMJ) is an amazing precision work of metal and glass. This lens provides one of the most popular zoom ranges with photographers, and is also my favorite zoom range in the 35mm film world. I use this lens when I only want to carry one Carl Zeiss lens on a trip or outing and the 50/1.4 by itself won't do. The 29-75 degree angular field will cover you in most everyday situations. The f/3.3-4 maximum aperture range is not the greatest, but it is acceptable for normal use. (I generally won't use a zoom lens if the maximum aperture is smaller than f/4.) Anyway, this lens is already about maximum acceptable size and weight for hand-held use, and that is the purpose for which this lens was designed. Imagine how big and heavy the lens would be if it had larger maximum aperture! The lens is engineered in two parts; the rear barrel is fixed to the camera and includes the aperture ring. The front barrel twists for focus and slides in and out for zoom. The lens is at maximum length when it is zoomed to 28mm.
If you are using a Contax AX, you even get autofocus with all of your CZ lenses. Normally, you just set the lens focus to infinity and the AX autofocus function takes it from there. However, this lens if one of a few CZ lenses where you need to move the lens off of infinity to autofocus at the minimum end of the range, which is not a big deal. The focus/zoom movement is silky smooth.
The CZ 28-85/3.3-4 does have some disadvantages. It does not work well on a tripod, with the single ring design and lack of a tripod socket. It can be used on a sturdy-tripod with a heavier Contax body to support and balance the lens, but however irrationally, I would avoid doing it too much to avoid stressing the bayonet and mount on the lens and camera. (As mentioned in the introduction to the Carl Zeiss lens section, the metal mounting ring on the lens is relatively thin compared with the weight of CZ lenses and can be damaged if stressed too much. Indeed, I once damaged the mount of this lens by twisting it on while it wasn't exactly perpendicular to the camera body. Another disadvantage of the single ring design is that it is difficult to adjust the focus without nudging the zoom and vice versa. When carried over your shoulder while attached to the a camera body, the lens will always zoom out to maximum wide angle due to the weight of the front barrel. I have a habit of zooming the lens all the way out before slinging the camera over my shoulder. (Don't sling it around your neck, especially when attached to an RTSIII or you may cut off all blood flow to your brain! Still, its size and weight is about the same as a modern large-aperture autofocus zoom lens.)
I once had the infinity focus of this lens go out of adjustment. I couldn't turn the focusing ring far enough to focus at infinity. A trip to the authorized repair shop solved the focusing problem and above bent bayonet ring problem about 15 years ago, and the lens still appears fine to this day. One other quirk I noticed is that this zoom lens does not communicate the current value of the variable aperture to the camera. Thus if you zoom the lens all the way to telephoto while the lens is set to maximum aperture, for example, the aperture setting displayed in the viewfinder does not change to reflect the actual aperture value. Actually, it does not matter because the light meter still exposes the film properly; only the displayed value is slightly misleading.
How to carry this lens and body combination? As mentioned above, I usually use this lens when it is the only lens that I carry. For this purpose, I have a camera bag that is designed for a modern digital SLR body with a large zoom lens. I can attach this lens to any full-size Contax body and the combination fits in the bag like a glove.
The 28-85/3.3-4 lens takes large screw-in 82mm filters. Contax provided a very nice W-1 metal lens hood, which is matched to the zoom range of the lens and screws right on top of your filter. Also, Contax made a matching metal 99mm K-94 lens cap that snugly fit right on top of the W-1 lens hood. There is never any need to remove the filter and hood from the lens for storage or to use the smaller original lens cap.
Copyright © 1997-2015 Timothy A. Rogers. All rights reserved.
(DSC_5699al1br+6cl1br+15cl2cl3 Rev1)
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.
This is a variant of the CDB (Congested Districts Board) hive. CDB is a traditional Irish double skinned (so a bit like the English WBC) hive.
I sometimes think I might get one of these - They take the National Standard frames do dont have any frame compatibility issues with what I use.
another R09 dev. I can live with these tones, but I'm not yet convinced about the compatibility with Rodinal. There's something that bothers me, but don't know what it is. More testing needed.....
Hi Culties & Spookies, Time to kick off your weekend shopping just right!
★ Rigged For ★ Reborn ★ Legacy Female ★ Kupra ★ Lara ★ Gen-X ★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 ★
The Saturday Sale
POOL PARTY BIKINI (USA)
maps.secondlife.com/secondlife/Northern%20Lights/32/195/2...
⊡ 75L Weekend sale
☰ Items Included:
⋮ Color Hud
⋮ 7 colors
☰ Compatibility with:
☑ Maitreya ☑ Belleza ☑ Slink ☑ Standard ☑ Tonic
CARDI SUIT
⊡ 75L Weekend sale
☰ Items Included:
⋮ Color Hud
⋮ 20 Colors
☰ Compatibility with:
☑ Maitreya ☑ Belleza ☑ Slink ☑ Ebody Curvy ☑ Altamura ☑ Legacy ☑ TMP
WORKOUT JOGGER SET
⊡ 75L Weekend sale
☰ Items Included:Color Hud
⋮ 11 Colors
☰ Compatibility with:
☑ Maitreya ☑ Belleza (All) ☑ Slink (All) ☑ Legacy ☑ Standard
Praktica MTL50, the last of the L series (the screw mounted M42 ones). Its production stopped – somewhat symbolically – in November 1989.
Its combination of a sturdy simplicity and compatibility with the vast numbers of M42 lenses has appeal to this day.
In this case paired with the Flektogon 2.8/20 - the widest lens from Jena Zeiss.
wearandcheer.com/horoscope-compatibility/
Well! today, I write an article on Horoscope Compatibility — in which I describes the best and worst matches of all horoscope. Here is a great chance to see or select the best Sign for yourself— I explain all the positive and negative ability of all signs. For more detail keep ...
by Amber Shafi on Wear and Cheer - Fashion, Lifestyle, Cooking and Celebrities - Visit Now wearandcheer.com/horoscope-compatibility/
You must like it and share it with your friends.
Hi Culties & Spookies, Time to kick off your weekend shopping just right!
★ For G.O.A.T 66 Sale ★ Anya Heels
★ Read the ADs very carefully ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Cult LM ★ maps.secondlife.com/second.../Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Cult Discord: discord.gg/J3PHwBnwFp
Cult Facebook: www.facebook.com/CULTSL
Cult PrimFeed: www.primfeed.com/cult
Cult Flickr: www.flickr.com/photos/cultfashionsl
Cult Flickr Group: www.flickr.com/groups/cultsl/
Cult Inworld Group: secondlife:///app/group/b20930fc-db07-cece-79e7-b100c0154e19/about
Cult Social Card: cultfashion.carrd.co/
Bugatti Tourbillon
Another crazy MOC of mine. With the roof rack compatibility as well! 😀
Features:
8 to 9 wide build using the standard chassis piece
It fits 2 figs with hairpieces on.
See-through rear windows
Detailed interior
Detailed engine
Usable front trunk with luggage and money of course
Rubber band for taillights
And most importantly the special steering wheel mechanism from the real car😉😜
Insta:
www.instagram.com/p/DAysJlGOFf-/?img_index=1
Instructions available on my Catalogue page.
The awesome 3d printed wheels are made by Gt Créa Cars
gtcreacars.com/4x-Enjoliveurs-Bugatti-Tourbillion-p685558843
"Experience is what you get, when you don't get what you want." - 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 @
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INDIA ROAMING AND HIMACHAL +91 9816499629 (Please drop me a SMS message)
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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
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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
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St. Charles's Church, Vienna
The St. Charles's Church (German: Karlskirche) is a church situated on the south side of Karlsplatz, Vienna. It is located on the edge of the 1st district, 200 metres outside the Ringstraße. It is one of the most outstanding baroque church structures, and boasts a dome in the form of an elongated ellipsoid.
Ever since Karlsplatz was restored as an ensemble in the late 1980s, the Karlskirche has garnered fame due to its dome and its two flanking columns of bas-reliefs, as well as its role as an architectural counterweight to the buildings of the Musikverein and of the Vienna University of Technology.
The church is cared for by a religious order and has long been the parish church as well as the seat of the Catholic student ministry of the Vienna University of Technology.
Design and construction
Karlskirche column, with spiral as on Trajan's Column
In 1713, one year after the last great plague epidemic, Charles VI, Holy Roman Emperor, pledged to build a church for his namesake patron saint, Charles Borromeo, who was revered as a healer for plague sufferers. An architectural competition was announced, in which Johann Bernhard Fischer von Erlach prevailed over, among others, Ferdinando Galli-Bibiena and Johann Lukas von Hildebrandt. Construction began in 1716 under the supervision of Anton Erhard Martinelli. After J. B. Fischer's death in 1723, his son, Joseph Emanuel Fischer von Erlach, completed the construction in 1737 using partially altered plans. The church originally possessed a direct line of sight to the Hofburg and was also, until 1918, the imperial patron parish church.
As a creator of historic architecture, J. B. Fischer united the most diverse of elements. The façade in the center, which leads to the porch, corresponds to a Greek temple portico. The neighboring two columns, crafted by Lorenzo Mattielli, found a model in Trajan's Column in Rome. Next to those, two tower pavilions extend out and show the influence of the Roman baroque (Bernini and Borromini). Above the entrance, a dome rises up above a high drum, which the younger J. E. Fischer shortened and partly altered.
[edit]Iconography
The iconographical program of the church originated from the imperial official Carl Gustav Heraeus and connects St. Charles Borromeo with his imperial benefactor. The relief on the pediment above the entrance with the cardinal virtues and the figure of the patron on its apex point to the motivation of the donation. This sculpture group continues onto the attic story as well. The attic is also one of the elements which the younger Fischer introduced. The columns display scenes from the life of Charles Borromeo in a spiral relief and are intended to recall the two columns, Boaz and Jachim, that stood in front of the Temple at Jerusalem. They also recall the Pillars of Hercules and act as symbols of imperial power. The entrance is flanked by angels from the Old and New Testaments.
This program continues in the interior as well, above all in the dome fresco by Johann Michael Rottmayr of Salzburg and Gaetano Fanti (pseudoarchitecture) which displays an intercession of Charles Borromeo, supported by the Virgin Mary. Surrounding this scene are the cardinal virtues. The frescos in a number of side chapels are attributed to Daniel Gran.
The gold piece high above the altar symbolizing Yahweh.
The high altar painting portraying the ascension of the saint was conceptualized by the elder Fischer and executed by Ferdinand Maximilian Brokoff. The altar paintings in the side chapels are by various artists, including Daniel Gran, Sebastiano Ricci, Martino Altomonte and Jakob van Schuppen.
Full view of the Altar
As strong effect emanates from the directing of light and architectural grouping, in particular the arch openings of the main axis. The color scheme is characterized by marble with sparring and conscious use of gold leaf. The large round glass window high above the main altar with the Hebrew Tetragrammaton/Yahweh symbolizes God's omnipotence and simultaneously, through its warm yellow tone, God's love.Below is a representation of Apotheosis of Saint Charles Borromeo.
Next to the structures at Schönbrunn Palace, which maintain this form but are more fragmented, the Karlskirche is Fischer's greatest work. It is also an expression of the Austrian joie de vivre stemming from the victorious end of the Turkish Wars.
Karlsplatz
Karlsplatz ("Charles' Square") is a town square on the border of the first and fourth districts of Vienna. It is one of the most frequented and best connected transportation hubs in Vienna. The Karlskirche is located here.
Resselpark, adorned with numerous monuments, takes up the most area in the plaza and is on the south side. The Evangelische Schule (Evangelical School) and the Technische Universität Wien (Vienna Technical University) are located here. The plaza is closed in by Karlskirche (which has a water tank and a Henry Moore sculpture in front of it), the main building of the Vienna Museum, and the Winterthur Insurance building. Separated from the plaza to the north are the buildings of the Wiener Musikverein (Vienna Music Society), the Künstlerhaus (art house), and the Handelsakademie (business school). A Video of the plaza and a eventlist are available on the Website of the association karlsplatz.org Verein zur Förderung d. kulturellen Belebung öffentlicher Räume [1].
On the Karlsplatz the exhibition of the United Buddy Bears was shown in 2006 for the first time in Austria. The exhibition was opened by Christiane Hörbiger, Film actress and UNICEF Ambassador, together with Grete Laska, Deputy Mayor of Vienna and Karin Schubert, Mayor of Berlin. According to the City of Vienna, project partners, they were able to count nearly 1 million visitors over the 6 weeks of the exhibition[1].
The first district can be reached either by subway or via Operngasse (a street). The pavilions of the former Karlsplatz Stadtbahn Station remain despite the construction of the U-Bahn system.
en.wikipedia.org/wiki/Karlskirche
en.wikipedia.org/wiki/Karlsplatz
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ART OF PHOTOGRAPHY & WORLD THROUGH THE EYES OF SERIOUS PHOTOGRAPHERS on facebook
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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)
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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
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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
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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
Photo: Maavoimat - Armén - The Finnish Army
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