Compatibility photos on Flickr

Does SONY a6300 Overheat Like a6000 ? by Hunter Peress

SONY a6300 APS-C : amzn.to/2bYD0xU SONY 24-70 F4 Zeiss Lens: amzn.to/2bJXyep hunter.report Ultimate 4K movie recording5 and more The α6300 offers internal 4K recording5 in Super 35mm format with full pixel readout, no pixel binning and 2.4x oversampling for the ultimate movie quality. By collecting 20 megapixels (6K equivalent) of information, which is approximately 2.4x as many pixels as 4K, the α6300 then oversamples the information to produce high quality 4K footage with exceptional detail and depth. Additional professional video features include; S-Gamut3/S-Log3 and Gamma Display Assist, the ability to record Full HD at 120 fps for 4x or 5x slow motion HD video, both a mic jack and XLR compatibility via the MI shoe, enhanced Zebra functionality, picture profile settings, as well as Time Code / User Bit, clean HDMI output and much more. 2.4-million dot XGA OLED Tru-Finder w/ fast tracking 120Hz. The α6300 is equipped with a high contrast, high-resolution XGA OLED Tru-Finder with approximately 2.4 million dots that offers exceptional corner-to-corner visibility. There is also a new mode available for the viewfinder that allows display of images at 120Hz, ensuring that action is displayed smoothly with very few afterimages for the sense of immediacy you get when shooting with an optical viewfinder, making subject tracking through the Tru-finder easier than ever. Enhanced Operability and Ergonomics The α6300 is equipped with an extremely solid magnesium alloy body that’s dust and moisture resistant for extreme conditions. The robust lens mount and refined grip makes it easier to shoot with larger heavier lenses, while the new 2.4-million dot XGA OLED Tru-Finder with selectable 60fps/120fps refresh rates allow for faster subject tracking. The α6300 can be customized to fit nearly any shooting style or preferences with one of 65 different functions that can be assigned to one of the 10 customizable buttons. A new shutter release button and mode dial with improved operability add to the refined shooting experience. Features Wi-Fi/NFC/QR code for easy file transfer and remote control Easily connect with NFC or QR code (for non-NFC devices) to smartphones or tablets with the built-in Wi-Fi and Sony’s PlayMemories Mobile application available for Android and iOS platforms. Control your camera or transfer files to your device for fast and easy sharing without the need of a computer. It also supports Sony’s growing range of PlayMemories Camera Apps, which add a variety of creative capabilities to the camera. Then when you’re done, you can use the free software to sort and manage your stills and video with PlayMemories Home or edit your RAW file with either Sony’s Image Data Converter or Capture One Express (for Sony). Focal plane phase-detection AF with A-mount lenses10 The α6300 offers focal plane phase-detection autofocus with A-mount lenses10 that have SSM (Super Sonic wave Motor) or SAM (Smooth Autofocus Motor) and by using a LA-E3 or LA-EA1 (APS C format with LA-EA1) lens mount adaptor. You can take advantage of the wide AF coverage of 425 focal plane phase-detection AF points, high-speed response, high tracking capability and high optical performance of A-mount lenses. 4x/5x slow motion recording at 120fps Full HD Capture high-quality Full HD* footage at 120fps high-speed shooting with a high bit rate up to 100Mbps. The camera can record 4x/5x slow motion movies internally when the frame rate is set at 30p or 24p or use the 120fps footage to edit into slow motion later on. Features High-bit-rate XAVC S format for 4K recording The consumer friendly XAVC S format6 supports 4K recording at maximum 100Mbps bit rate as well as Full HD recording at 50Mbps, so the α6300 can capture movies6 filled with finely detailed movement. For efficient handling, XAVC S files are minimized in size using Long GOP data compression, and contained in the widely compatible MPEG-4 AVC/H.264 format. 3-inch LCD screen tilts up and down for easy high and low-angle framing. The tiltable 3-inch (921k dots) LCD Display makes it easy to photograph over crowds, or objects close to the ground or maybe you just want to get a different perspective. The screen can swivel up approx. 90° and down approx. 45°. The large display delivers brilliant-quality still images and movies thanks to WhiteMagic technology that nearly doubles the brightness of the display through a unique RGBW pixel structure for easier checking of the focus and image details.

Vought F7U-3 Cutlass testing the compatibility of jet engines with the steam catapult among other operational issues. by Robert Sullivan

8

edited-Not part of my personal collection

IMG_0012 A by mhellekjaer

3

Upon America’s entry into World War II, the United States Army Transportation Corps (USATC) commissioned development of a locomotive which could be built quickly and inexpensively in large numbers to be deployed on railways around the world. The result was the S-160 class, a 2-8-0 Consolidation locomotive limited in size and weight to ensure compatibility with Europe’s lighter construction of rail lines.

A total of 2,120 S-160’s were built by the combined efforts of the three major American locomotive builders, and the engines saw service in North Africa, Asia, Great Britain, South America and almost all of Europe. In August of 1943, No. 2630 rolled out of Baldwin’s assembly shop in Philadelphia. Unlike most of its sister engines which were sent off to war, No. 2630 remained stateside for use in railroad operation and maintenance training at the U.S. Army Transportation School at Ft. Eustis, Virginia.

Renumbered No. 612 in 1954, the engine remained on active duty for the Ft. Eustis Military Railroad for years; the Army kept operating steam locomotives to ensure no knowledge would be lost in the event that military operations began in a country still running them. Occasional weekend tourist trips around Ft. Eustis became popular stops for American railfans. The engine was finally retired in 1972 and donated to the state of West Virginia for potential use on the Durbin Branch, a state-owned line connecting to the famous Cass Scenic Railroad. Flood damage to the line ended these plans, and No. 612 was stored outdoors for many years.

In 2010, No. 612 was sold to Robert Franzen, president of Steam Services of America, and was disassembled and trucked to the Southeastern Railroad Museum in Duluth, Georgia, for storage. Age of Steam Roundhouse acquired No. 612 from Mr. Franzen in 2015 and shipped it via several highway trucks to Sugarcreek. In 2019 the engine received a complete cosmetic restoration, back-dating it to as-built appearance and numbering it back to No. 2630 in anticipation of AoSR’s Steam to Victory event.

1:72 Saab Sk 90 A; “(90-)041” of the Hungarian Air Force (Magyar Légierő) 47th HRE (Harcászati Repülő Ezred/Combat Air Regiment); Pápa Air Base, Western Hungary, 2009 (Whif/Hasegawa kit) by Dizzyfugu

2

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

Following Hungary's membership of NATO in 1999, there were several proposals to achieve a NATO-compatible fighter force. Considerable attention went into studying second-hand aircraft options as well as modifying the nation's existing MiG-29 fleet. In 2001, Hungary received several offers of new and used aircraft from various nations, including Sweden, Belgium, Israel, Turkey, and the US. Although the Hungarian government initially intended to procure the F-16, in November 2001 it was in the process of negotiating a 10-year lease contract for 12 Gripen aircraft from Sweden, with an option to purchase the aircraft at the end of the lease period.

As part of the procurement arrangements, Saab had offered an offset deal valued at 110 per cent of the cost of the 14 fighters. Initially, Hungary had planned to lease several Batch II Saab 39s; however, the inability to conduct aerial refueling and weapons compatibility limitations had generated Hungarian misgivings. The contract was then renegotiated and eventually signed on 2 February 2003 for a total of 14 Gripens, which had originally been A/B standard and had undergone an extensive upgrade process to the NATO-compatible C/D 'Export Gripen' standard. At the same time, the need for an advanced jet trainer as a replacement for the Hungarian Air Force’s last eight MiG-21UM aircraft became more and more imminent. The Gripen two-seaters alone could not cope with this task and were operationally too expensive to be used as trainers, so that Hungary requested an additional offer for a small number of Sk 90 trainers from Swedish surplus stock.

Developed under the designation FSK900, the Saab Sk 90 was a replacement for the Saab 105 (also known as Saab Sk 60) transitional trainer, light attack and reconnaissance aircraft. The FSK900 was a conservative design, with a configurational resemblance to the Dassault-Dornier Alpha Jet, even though the FSK900 was overall bigger and heavier, and the two machines could be easily told apart at a glance.
The Swedish Air Force accepted Saab’s design, leading to a contract for two nonflying static-test airframes and four flying prototypes. Detail design was complete by the end of 1993 and prototype construction began in the spring of 1994, leading to the initial prototype’s first flight on 29 July 1994. The first production Sk 90 A, how the basic trainer type was officially dubbed, was delivered to the Swedish Air Force in 1996.
A total of 108 production Sk 90s were built until 1999 for Sweden in several versions. The initial Sk 90 A trainer was the most common variant and the basis for the Sk 90 B version, which carried a weather radar as well as more sophisticated avionics that enabled the deployment of a wider range of weapons and other ordnance. However, this version was not adopted by the Swedish air force but exported to Austria as the Sk 90 Ö. Another variant was the S 90 C (for “Spaning” = reconnaissance); a small number was produced with a set of cameras in the nose for the Swedish Air Force, where it replaced the ground attack/reconnaissance Sk 60 Cs.

In service, the Sk 90 was regarded as strong, agile, and pleasant to fly, while being cheap to operate. But despite its qualities and potential, the Sk 90 did not attain much foreign interest, primarily suffering from bad timing and from the focus on domestic demands. The aircraft came effectively 10 years too late to become a serious export success, and in the end the Sk 90 was very similar to the Dassault/Dornier Alpha Jet (even though it was cheaper to operate), at a time when the German Luftwaffe started to prematurely phase out its attack-capable variant and flooded the global market with cheap secondhand aircraft in excellent condition. Furthermore, the Saab Sk 90 had on the global market with the BAe Hawk another proven competitor with a long and positive operational track record all over the world.

Beyond Hungary, potential Sk 90 buyers were Malaysia as well as Singapore, Myanmar, Finland, and Poland. Austria eventually procured 36 Sk 90 Ö in 2002, replacing its Saab 105 fleet and keeping up its close connection with Saab since the Seventies. A late operator became the independent Republic of Scotland in 2017, with a dozen leased secondhand Saab Sk 90 A trainers which were later purchased.

The Swedish Sk 90 offer for Hungary was a 10-year lease contract similar to the Gripen package, and comprised five refurbished Sk 90 A trainers from the first production batch, which had been stored in Sweden for spares. The Hungarian Sk 90 deal also included an option to purchase the aircraft at the end of their lease period. In parallel, to save maintenance costs for the relatively small fleet of a completely new/different aircraft type, an agreement with neighboring neutral Austria could be arranged to outsource major overhauls to the Austrian Air Force and its newly established Sk 90 Ö service base at Linz – a deal from which both sides benefited. However, to improve flight safety over Austria’s mountainous terrain during these transfer flights, the Hungarian Sk 90 As had a simple navigational radar retrofitted with a small radome in their noses. Otherwise, the machines were basically identical with the original Swedish aircraft.

The aircraft were flown under civil registration from Sweden to Hungary between April and September 2005. To keep the distance to their Austrian service station short, the machines were not allocated to the 59th Air Regiment at Kecskemét Air Base, where the Hungarian Gripen fleet was based, but rather to the 47th Air Regiment at Pápa Air Base in Northwestern Hungary, where the last Hungarian MiG-21UM trainers had been operated. These were fully retired in 2008.
Beyond their primary role as advanced/jet conversion trainers, the Hungarian Sk 90 As were also intended to be used for tactical reconnaissance duties with Orpheus pods with daylight cameras and an infrared line scanner, inherited from the Italian Air Force, as light attack aircraft and ─ armed with gun pods and air-to-air missiles ─ as (anti-tank) helicopter hunters. Reflecting these low-level tasks, the machines received a tactical camouflage in green and tan, similar to the former MiG-21s, instead of the Gripens’ all-grey air superiority scheme.

While the Hungarian Air Force operated its total of 14 Gripen and 5 Sk 90 aircraft under lease, in 2011, the country reportedly intended to purchase these aircraft outright. However, in January 2012, the Hungarian and Swedish governments agreed to extend the lease period for a further ten years. According to Hungarian Defence Minister Csaba Hende, this agreement represented considerable cost savings, so that the running business model was retained. The service agreement with Austria could be extended, too.

One Sk 90 A was lost in a landing accident in May 2016, and two Gripens had to be written off through accidents in the meantime, too. To fill these gaps, Hungary signed a replacement contract in 2018 to come back to its full fleet of 14 Gripen, and the Sk 90 A fleet was expanded to seven aircraft. These new machines were delivered in 2019.

General characteristics:

Crew: two pilots in tandem

Length incl. pitot: 13.0 m (42 ft 8 in)

Wingspan: 9.94 m (32 ft 7 in)

Height: 4.6 m (15 ft 1 in)

Empty weight: 3,790 kg (8,360 lb)

Max. takeoff weight: 7,500 kg (16,530 lb)

Powerplant:

2× Williams International FJ44-4M turbofans without reheat, rated at 16.89 kN (3,790 lbst) each

Performance:

Maximum speed: 1,038 km/h (645 mph)

Stall speed: 167 km/h (104 mph, 90 kn)

Range: 1,670 km (900 nm; 1,036 m) with two 450 L (99 imp gal; 120 US gal) drop tanks

Service ceiling: 15,240 m (50,000 ft)

Rate of climb: 51 m/s (10,000 ft/min)

Armament:

No internal gun; five hardpoints for 2,500 kg (5,500 lb) of payload and a variety of ordnance,

including AIM-9 Sidewinder missiles and a conformal, ventral gun pod (not used by the Hungarian

Air Force, instead, UPK-23-250 pods with a fixed twin-barrel GSh-23L cannon and 200-250 rounds

were carried under the fuselage and/or the inner wing hardpoints)

The kit and its assembly:

This additional member of my fictional Sk 90 family came spontaneously when I studied information concerning the MiG-21. I came across the Hungarian trainers and wondered with what they could have been replaced after 2000 – and “my” fictional Sk 90 came to my mind. I also had a suitable decal set in store, so I dug out a(nother) Hasegawa T-4 and created this whiffy Hungarian variant.

The kit is the old/first T-4 mold; Hasegawa did the T-4 twice, and both kits differ considerably from each other in their construction. The first one has a fuselage consisting of two simple halves with separate wings attached to it; the later mold features a separate cockpit section and a single dorsal wing section, so that the wings’ anhedral is ensured upon assembly.

The air intakes are also different: the old mold features ducts which are open at their ends, while the new mold comes with additional inserts for the intakes which end in a concave wall, making them hard to paint. The fin of the old kit consists of two full halves, while the new one has the rudder molded into just one half of the fin for a thinner trailing edge. The same goes for the wings’ upper halves: on the new mold, they comprise the full flaps and ailerons, while the old kit has them split up, resulting in a marginally thicker training edge. However, you can hardly recognize this and it’s IMHO not a flaw.

Personally, I prefer the old kit, because it is much more straightforward and pleasant to build – even though some details like the main landing gear struts are better on the new mold.

The (old) kit itself is relatively simple and fit is quite good, even though some PSR was necessary on almost every seam. The only mods I made are additional emergency handles on the seats (made from thin wire), and I added an Orpheus recce pod under the fuselage with an integral pylon, left over from an Italeri F-104G kit. The OOB underwing pylons were used, together with the original drop tanks.

Painting and markings:

The prime reason for a Hungarian Sk 90 was the paint scheme, and the fact that I have a sweet spot for Hungary in genarl. The livery was adapted from the late Hungarian MiG-21bis, a more or less symmetrical pattern consisting of a yellowish light tan and a bluish dark green, with light blue undersides. It’s actually a very simple paint scheme, and my adaptation is a free interpretation, since the T-4’s layout with shoulder-mounted wings is quite different from the sleek Fishbed with mid-mounted delta wings.

Finding good color matches was not easy, because pictures of reference Hungarian MiG-21s show a wide variety of green and brown shades, even though I assume that this is just weathering. I found some good pictures of a late MiG-21UM trainer with an apparently fresh paint job, and these suggested a hard contrast between the upper tones. With this benchmark I settled for Humbrol 63 (Sand), and Modelmaster 2091 (RLM 82, Dunkelgrün). The undersides were painted with Humbrol 47 (Sea Blue Gloss), since they appeared rather bright and pale in reference pictures.

The cockpit interior was painted in medium grey (Revell 47), the landing gear and the air intakes in white (Revell 301), very conservative. The Orpheus pod was painted in light grey (FS 36375, Humbrol 127) to set it apart from the light blue undersurfaces. The drop tanks were painted in green and blue.

National markings, the large orange “47” decoration and the small emblems on nose and fin came from a Mistercraft MiG-21UM decal sheet. The tactical code in red, etched with white, was created with single digits from a Hungarian Aero Decals (HAD) sheet for Mi-24s, reflecting the aircraft’s (fictional) serial numbers’ final three digits.

Finally, after some light weathering and post-shading (for a slightly sun-bleached look, esp. on the upper surfaces), the kit was sealed with matt acrylic varnish (Italeri).

Number four in my growing Sk 90 family, and certainly not the last one. A quick and simple project since the model itself was built almost OOB, and the “old” Hasegawa T-4 is really a simple build. However, I am amazed (once more) how much potential a T-4 travesty bears: even in Hungarian colors and markings this whif looks disturbingly convincing. The green/brown/blue paint scheme suits the aircraft well, too, even though it looks a lot like an Alpha Jet now, and there’s even a Su-25ish look to it?!

{HC} BELIEVE DRESS-AD by ♛Her couture♛

1

BELIEVE DRESS

☰ Items Included: Color Hud

⋮ 16 Colors

☰ Compatibility with:

☑ Maitreya + Petite ☑ Legacy + Perky ☑ Belleza (Freya,Isis) ☑ Slink (All) ☑ Tonic (All) ☑ Ebody (All) ☑ Altamura

maps.secondlife.com/secondlife/Morenci/109/41/2

compatibility by Ernest McLeod

5

1:72 Saab Sk 90 A; “(90-)041” of the Hungarian Air Force (Magyar Légierő) 47th HRE (Harcászati Repülő Ezred/Combat Air Regiment); Pápa Air Base, Western Hungary, 2009 (Whif/Hasegawa kit) by Dizzyfugu

2

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

Following Hungary's membership of NATO in 1999, there were several proposals to achieve a NATO-compatible fighter force. Considerable attention went into studying second-hand aircraft options as well as modifying the nation's existing MiG-29 fleet. In 2001, Hungary received several offers of new and used aircraft from various nations, including Sweden, Belgium, Israel, Turkey, and the US. Although the Hungarian government initially intended to procure the F-16, in November 2001 it was in the process of negotiating a 10-year lease contract for 12 Gripen aircraft from Sweden, with an option to purchase the aircraft at the end of the lease period.

As part of the procurement arrangements, Saab had offered an offset deal valued at 110 per cent of the cost of the 14 fighters. Initially, Hungary had planned to lease several Batch II Saab 39s; however, the inability to conduct aerial refueling and weapons compatibility limitations had generated Hungarian misgivings. The contract was then renegotiated and eventually signed on 2 February 2003 for a total of 14 Gripens, which had originally been A/B standard and had undergone an extensive upgrade process to the NATO-compatible C/D 'Export Gripen' standard. At the same time, the need for an advanced jet trainer as a replacement for the Hungarian Air Force’s last eight MiG-21UM aircraft became more and more imminent. The Gripen two-seaters alone could not cope with this task and were operationally too expensive to be used as trainers, so that Hungary requested an additional offer for a small number of Sk 90 trainers from Swedish surplus stock.

Developed under the designation FSK900, the Saab Sk 90 was a replacement for the Saab 105 (also known as Saab Sk 60) transitional trainer, light attack and reconnaissance aircraft. The FSK900 was a conservative design, with a configurational resemblance to the Dassault-Dornier Alpha Jet, even though the FSK900 was overall bigger and heavier, and the two machines could be easily told apart at a glance.
The Swedish Air Force accepted Saab’s design, leading to a contract for two nonflying static-test airframes and four flying prototypes. Detail design was complete by the end of 1993 and prototype construction began in the spring of 1994, leading to the initial prototype’s first flight on 29 July 1994. The first production Sk 90 A, how the basic trainer type was officially dubbed, was delivered to the Swedish Air Force in 1996.
A total of 108 production Sk 90s were built until 1999 for Sweden in several versions. The initial Sk 90 A trainer was the most common variant and the basis for the Sk 90 B version, which carried a weather radar as well as more sophisticated avionics that enabled the deployment of a wider range of weapons and other ordnance. However, this version was not adopted by the Swedish air force but exported to Austria as the Sk 90 Ö. Another variant was the S 90 C (for “Spaning” = reconnaissance); a small number was produced with a set of cameras in the nose for the Swedish Air Force, where it replaced the ground attack/reconnaissance Sk 60 Cs.

In service, the Sk 90 was regarded as strong, agile, and pleasant to fly, while being cheap to operate. But despite its qualities and potential, the Sk 90 did not attain much foreign interest, primarily suffering from bad timing and from the focus on domestic demands. The aircraft came effectively 10 years too late to become a serious export success, and in the end the Sk 90 was very similar to the Dassault/Dornier Alpha Jet (even though it was cheaper to operate), at a time when the German Luftwaffe started to prematurely phase out its attack-capable variant and flooded the global market with cheap secondhand aircraft in excellent condition. Furthermore, the Saab Sk 90 had on the global market with the BAe Hawk another proven competitor with a long and positive operational track record all over the world.

Beyond Hungary, potential Sk 90 buyers were Malaysia as well as Singapore, Myanmar, Finland, and Poland. Austria eventually procured 36 Sk 90 Ö in 2002, replacing its Saab 105 fleet and keeping up its close connection with Saab since the Seventies. A late operator became the independent Republic of Scotland in 2017, with a dozen leased secondhand Saab Sk 90 A trainers which were later purchased.

The Swedish Sk 90 offer for Hungary was a 10-year lease contract similar to the Gripen package, and comprised five refurbished Sk 90 A trainers from the first production batch, which had been stored in Sweden for spares. The Hungarian Sk 90 deal also included an option to purchase the aircraft at the end of their lease period. In parallel, to save maintenance costs for the relatively small fleet of a completely new/different aircraft type, an agreement with neighboring neutral Austria could be arranged to outsource major overhauls to the Austrian Air Force and its newly established Sk 90 Ö service base at Linz – a deal from which both sides benefited. However, to improve flight safety over Austria’s mountainous terrain during these transfer flights, the Hungarian Sk 90 As had a simple navigational radar retrofitted with a small radome in their noses. Otherwise, the machines were basically identical with the original Swedish aircraft.

The aircraft were flown under civil registration from Sweden to Hungary between April and September 2005. To keep the distance to their Austrian service station short, the machines were not allocated to the 59th Air Regiment at Kecskemét Air Base, where the Hungarian Gripen fleet was based, but rather to the 47th Air Regiment at Pápa Air Base in Northwestern Hungary, where the last Hungarian MiG-21UM trainers had been operated. These were fully retired in 2008.
Beyond their primary role as advanced/jet conversion trainers, the Hungarian Sk 90 As were also intended to be used for tactical reconnaissance duties with Orpheus pods with daylight cameras and an infrared line scanner, inherited from the Italian Air Force, as light attack aircraft and ─ armed with gun pods and air-to-air missiles ─ as (anti-tank) helicopter hunters. Reflecting these low-level tasks, the machines received a tactical camouflage in green and tan, similar to the former MiG-21s, instead of the Gripens’ all-grey air superiority scheme.

While the Hungarian Air Force operated its total of 14 Gripen and 5 Sk 90 aircraft under lease, in 2011, the country reportedly intended to purchase these aircraft outright. However, in January 2012, the Hungarian and Swedish governments agreed to extend the lease period for a further ten years. According to Hungarian Defence Minister Csaba Hende, this agreement represented considerable cost savings, so that the running business model was retained. The service agreement with Austria could be extended, too.

One Sk 90 A was lost in a landing accident in May 2016, and two Gripens had to be written off through accidents in the meantime, too. To fill these gaps, Hungary signed a replacement contract in 2018 to come back to its full fleet of 14 Gripen, and the Sk 90 A fleet was expanded to seven aircraft. These new machines were delivered in 2019.

General characteristics:

Crew: two pilots in tandem

Length incl. pitot: 13.0 m (42 ft 8 in)

Wingspan: 9.94 m (32 ft 7 in)

Height: 4.6 m (15 ft 1 in)

Empty weight: 3,790 kg (8,360 lb)

Max. takeoff weight: 7,500 kg (16,530 lb)

Powerplant:

2× Williams International FJ44-4M turbofans without reheat, rated at 16.89 kN (3,790 lbst) each

Performance:

Maximum speed: 1,038 km/h (645 mph)

Stall speed: 167 km/h (104 mph, 90 kn)

Range: 1,670 km (900 nm; 1,036 m) with two 450 L (99 imp gal; 120 US gal) drop tanks

Service ceiling: 15,240 m (50,000 ft)

Rate of climb: 51 m/s (10,000 ft/min)

Armament:

No internal gun; five hardpoints for 2,500 kg (5,500 lb) of payload and a variety of ordnance,

including AIM-9 Sidewinder missiles and a conformal, ventral gun pod (not used by the Hungarian

Air Force, instead, UPK-23-250 pods with a fixed twin-barrel GSh-23L cannon and 200-250 rounds

were carried under the fuselage and/or the inner wing hardpoints)

The kit and its assembly:

This additional member of my fictional Sk 90 family came spontaneously when I studied information concerning the MiG-21. I came across the Hungarian trainers and wondered with what they could have been replaced after 2000 – and “my” fictional Sk 90 came to my mind. I also had a suitable decal set in store, so I dug out a(nother) Hasegawa T-4 and created this whiffy Hungarian variant.

The kit is the old/first T-4 mold; Hasegawa did the T-4 twice, and both kits differ considerably from each other in their construction. The first one has a fuselage consisting of two simple halves with separate wings attached to it; the later mold features a separate cockpit section and a single dorsal wing section, so that the wings’ anhedral is ensured upon assembly.

The air intakes are also different: the old mold features ducts which are open at their ends, while the new mold comes with additional inserts for the intakes which end in a concave wall, making them hard to paint. The fin of the old kit consists of two full halves, while the new one has the rudder molded into just one half of the fin for a thinner trailing edge. The same goes for the wings’ upper halves: on the new mold, they comprise the full flaps and ailerons, while the old kit has them split up, resulting in a marginally thicker training edge. However, you can hardly recognize this and it’s IMHO not a flaw.

Personally, I prefer the old kit, because it is much more straightforward and pleasant to build – even though some details like the main landing gear struts are better on the new mold.

The (old) kit itself is relatively simple and fit is quite good, even though some PSR was necessary on almost every seam. The only mods I made are additional emergency handles on the seats (made from thin wire), and I added an Orpheus recce pod under the fuselage with an integral pylon, left over from an Italeri F-104G kit. The OOB underwing pylons were used, together with the original drop tanks.

Painting and markings:

The prime reason for a Hungarian Sk 90 was the paint scheme, and the fact that I have a sweet spot for Hungary in genarl. The livery was adapted from the late Hungarian MiG-21bis, a more or less symmetrical pattern consisting of a yellowish light tan and a bluish dark green, with light blue undersides. It’s actually a very simple paint scheme, and my adaptation is a free interpretation, since the T-4’s layout with shoulder-mounted wings is quite different from the sleek Fishbed with mid-mounted delta wings.

Finding good color matches was not easy, because pictures of reference Hungarian MiG-21s show a wide variety of green and brown shades, even though I assume that this is just weathering. I found some good pictures of a late MiG-21UM trainer with an apparently fresh paint job, and these suggested a hard contrast between the upper tones. With this benchmark I settled for Humbrol 63 (Sand), and Modelmaster 2091 (RLM 82, Dunkelgrün). The undersides were painted with Humbrol 47 (Sea Blue Gloss), since they appeared rather bright and pale in reference pictures.

The cockpit interior was painted in medium grey (Revell 47), the landing gear and the air intakes in white (Revell 301), very conservative. The Orpheus pod was painted in light grey (FS 36375, Humbrol 127) to set it apart from the light blue undersurfaces. The drop tanks were painted in green and blue.

National markings, the large orange “47” decoration and the small emblems on nose and fin came from a Mistercraft MiG-21UM decal sheet. The tactical code in red, etched with white, was created with single digits from a Hungarian Aero Decals (HAD) sheet for Mi-24s, reflecting the aircraft’s (fictional) serial numbers’ final three digits.

Finally, after some light weathering and post-shading (for a slightly sun-bleached look, esp. on the upper surfaces), the kit was sealed with matt acrylic varnish (Italeri).

Number four in my growing Sk 90 family, and certainly not the last one. A quick and simple project since the model itself was built almost OOB, and the “old” Hasegawa T-4 is really a simple build. However, I am amazed (once more) how much potential a T-4 travesty bears: even in Hungarian colors and markings this whif looks disturbingly convincing. The green/brown/blue paint scheme suits the aircraft well, too, even though it looks a lot like an Alpha Jet now, and there’s even a Su-25ish look to it?!

LANDSCAPES INCREDIBLE INDIA LAHAUL SPITI INDIA 2009-06-10 11_47_59 AWJL by SunDeep™ Bhardwaj World Photography™ 70+Countries 6 Continents 555+Places Travelled & Photographed in Last 2 Decades Worldwide UNESCO World Heritage Sites Himalayas Himachal 'Fine Art Wedding's by SDB' Fine Art Wonders of World gallery™''SDBFA:tm " The World is my Studio "'SDB Fine Art™' SDBFA™ SDBWP™ 2 Decades of Travel to Europe,Africa,North America,Central America,South America,Indian Sub-Continent,The Middle East,South Asia,South East Asia,Far East Asia & Australia.Contact for a quote

7 1

"Don't ever try to search for a good person in this twisted world. Instead, try to make yourself the best. Who knows, if that act of yours may end someone's search. After al giving is allways bigger than expecting." - SDBWQ

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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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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