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I've switched from Aperture to Lightroom since LR 4.4 RC for the X-Pro1 DNG compatibility. A lot of computer time has been considerably reduced. However, Adobe's RAW conversion appears to be less sharp than RPP despite RPP's terrible moires. Also I missed RPP's film emulations. For this one, I used RPP for raw conversion and chosed to deal with both luminance and chroma with Nik DFine. I really love the sharpness in the result, but it takes a long time to jump through all the hoops. I guess the path to the perfect solution never ends.
I have some problems on my MacBook Pro. So I can't visit your photostream. I'll come back a few days later.
問題が発生したため、解決のため少し留守にします。
OSを10.6（Snow Leopard)にアップグレード→ユーティリティ関係など、いくつか動かないソフトがあることが判明（確認不足でした）→Time Machineを使って10.5にダウングレード→音楽ファイル、ビデオファイル、オンラインソフトをため込んだフォルダは容量が多いからバックアップの対象から外していたことを寝床に入ってから思い出す（ビデオだけは直前に別にバックアップしていた）→オンラインソフトのフォルダを以前に環境移行したPowerBookから移そうとするが、マシン自体が起動せず（泣）→内蔵ハードディスクを取り出して手元にあったHDケースに入れて外付け化することでフォルダを取り出すことに成功→音楽ファイルはiPodから吸い出そうとするが、初めに使ったフリーウェアは不安定なため、途中で断念→シェアウェアを購入してようやく取り出すことに成功→しかしiTunesにファイルが二重で登録されてしまったため、現在一方を取り除く作業をしているところ
以上、自分のミスとマシン等のトラブルのため、今週一杯ぐらいFlickrはお休みします。
なお、10.6とソフトとの互換性一覧のあるサイトを見つけたので、載せておきます。
英語版と日本語版とでは違う可能性もありますが、ご参考のため。
I'm relaunching my Lego Mickey project from the ground up, this time "officially" as Epic Mickey and designed with Oswald-compatibility in mind. Still need to design the top/back of the head. This guy stands 7" tall without the ears as opposed to his larger predecessor, which is closer to 8" or 9" without the ears. I think this will end up being much more streamlined and playable than the original.
I could use your help though. I assumed the light silver "shoulder armor" piece used on the stomach/back came in black, but was sorely disappointed when I checked Bricklink. Can you recommend any other Bionicle/Hero Factory/Technic/hybrid pieces with similar connections that come in black? This is the closest I've found:
Product Photography with kenko.
100 percent outdoor Photo with Ambient light.
12mm Kenko extension tubes are mounted on Canon EF-S 55-250 IS II.
Focal lenth of 250mm.
F5.6,1/125,ISO100,Handheld,Manual focus.
@James : some friends from our Pondicherry Photography club saying that Kenko is not compatible for EF-S Lenses?? but mine is working great with EF and EF-S Lenses. May be the older Kenko tubes are lacked compatibility issue??
One of the finest greek youths in art history. An Anachrome Cha-cha shot. Displayed in very
tight overlay, for maximum compatibility.Such an image can be displayed on a "flat" website, without spoiling the quality to viewers without the glasses.
Some NIMBYs claim that trams aren´t compatible with pedestrians in the city centre. The French Tram-Rainnaisannce proves them wrong.
I'm relaunching my Lego Mickey project from the ground up, this time "officially" as Epic Mickey and designed with Oswald-compatibility in mind. Still need to design the top/back of the head. This guy stands 7" tall without the ears as opposed to his larger predecessor, which is closer to 8" or 9" without the ears. I think this will end up being much more streamlined and playable than the original.
I could use your help though. I assumed the light silver "shoulder armor" piece used on the stomach/back came in black, but was sorely disappointed when I checked Bricklink. Can you recommend any other Bionicle/Hero Factory/Technic/hybrid pieces with similar connections that come in black? This is the closest I've found:
PawClassic is a new semi soft cover member of ANIKI notebooks family. Its build with a collaboration of high end and fine leatherette for protecting your memories and high durability. Its dimensions are 10x14cm 52 or 80 pages and inner pages are 100gr./m2 deluxe special selection papers for fountain pen compatibility. Cover is imported leatherette with soft touch like cats paw. ANIKI tried in this new generation notebook a marriage of traditional binding styles with new technical abilities. First of all, the first different point from conventional bindings is front cover inner side silk support for cover and for spine. The rest is for your care.
For more detailed informations please visit our page.
ANIKI PawClassic A6 Defter kedi patilerinin yumuşaklığı düşünülerek geleneksel ciltçilik sistemiyle yeni tekniklerin harmanı sonucunda güçlü ve sade olmak için tasarlandı. Güçlü olmasını sizlerin hatıralarını uzun yıllar güvenle saklaması için istedik. Kapak ve gövdesinde yüksek kaliteli ve sağlam malzemeler kullanıldı. İç sayfalarında ise dolmakaleminize en iyi yazış imkanı sunacak özel seçki lux kağıtlardan kullandık. Ölçüleri 10x14cm ve 100gr./m2 kağıt 52 ya da 80 sayfa. Kapağı tamamen yumuşak deri dokunuşlu ithal suni deriden. ANIKI PawClassic'te ilk bakmanız gereken yumuşak deri dokunuşlu kapak ve saten ipekten kapak iç taşıyıcısıdır. Geri kalanları bulmak size kalıyor.
Detaylı bilgi için sitemizi ziyaret edin.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In 1964 the Royal Air Force specified a requirement (Air Staff Target (AST) 362) for a new fast jet trainer to replace the Folland Gnat. The SEPECAT Jaguar was originally intended for this role, but it was soon realized that it would be too complex an aircraft for fast jet training and only a small number of two-seat versions were purchased. Accordingly, in 1968, Hawker Siddeley Aviation (HSA) began studies for a simpler aircraft, initially as special project (SP) 117. The design team was led by Ralph Hooper.
This project was funded by the company as a private venture, in anticipation of possible RAF interest. The design was conceived of as having tandem seating and a combat capability in addition to training, as it was felt the latter would improve export sales potential. By the end of the year HSA had submitted a proposal to the Ministry of Defense based on the design concept, and in early 1970 the RAF issued Air Staff Target (AST) 397 which formalized the requirement for new trainers of this type. The RAF selected the HS.1182 for their requirement on 1 October 1971 and the principal contract, for 175 aircraft, was signed in March 1972.
Design of the Hawk was conventional by any approach. The two-seat crew - made up of an instructor in the rear cockpit and his student pilot in the front - sat in tandem under a wide field-of-view canopy. Controls at each position were redundant with the instructor having the ability to override student functions as needed. The cockpit was situated well-forward in the design behind a pointed, sloped-down nose assembly. Intakes to aspirate the single engine mounting came in the form of two half-circle openings to either side of the rear cockpit. The turbofan engine was buried deep within the short fuselage which was streamlined with a certain engineering elegance common to British military aircraft.
The intake ducts bulged out at the fuselage sides but were absorbed into the fuselage proper to continue the aircraft's smooth design layout. Wings were fitted amidships and sported modest sweep along the leading edge and lesser sweep along the trailing edge. They were also low-mounted assemblies along the fuselage to help increased expediency for ground operation. The empennage was traditional with a single vertical tail fin flanked by a pair of downward-canted horizontal tail planes. The tail planes were all-moving surfaces to add to the Hawk's agility. Small ventral strakes were noted along the empennage base. The undercarriage was conventional in layout and consisted of two main single-wheeled landing gear legs and a single-wheeled nose leg. The main legs retracted inwards towards centerline while the nose leg retracted forwards.
Standard armament for the Hawk was an optional gun pod commonly fitted to the centerline hard point under the fuselage (there were, in effect, five total hard points). The gun pod housed a 30mm ADEN series cannon for close-in work but remained an optional fixture. There were originally two underwing hard points (later expanded to four) cleared for the carrying of external munitions including guided/homing missiles, rocket pods and conventional drop bombs with the two inner-most hard points plumbed to accept fuel from external drop tanks. Up to 6,800lbs of external stores could be lifted by the Hawk airframe.
The prototype aircraft first flew on 21 August 1974. All development aircraft were built on production jigs; the program remained on time and to budget throughout. The Hawk T1 entered RAF service in late 1976. The first export Hawk 50 flew on 17 May 1976. This variant had been specifically designed for the dual-role of lightweight fighter and advanced trainer. It had a greater weapons capacity than the T.1, featured a total of five hard points, avionics improvements, the ability to carry larger drop tanks of 590 liter (156 US gallon) capacity, and an uprated engine which made the Hawk 50 qualified for 30% greater takeoff weight than the RAF's Hawk T.1.
One of the initial foreign customers was the Finnish Air Force (Suomen Ilmavoimat). In January 1978, Britain and Finland announced a deal to in which the Finnish Air Force was to receive 50 Hawk Mk. 51s in 1980. The Finnish Hawk 51s had a unique avionics fit, used a Saab RS-2 gunsight, and were fitted with a VKT 12.7 millimeter gun pod instead of the 30 millimeter Aden cannon pod provided with the T.1. Interestingly, Finnish Hawks are in some cases fitted with the Russian R-60 (AA-8) AAM, and they are also used for reconnaissance, carrying Vinten optical-infrared camera pods. The first four Hawks in the Finnish order were built in the UK, with the other 46 assembled from kits by Valmet of Finland.
These aircraft were built in Finland under licence by Valtion lentokonetehdas. At that time. the Finnish Air Force was still limited to 60 first-line fighter aircraft by the Paris Peace Treaty of 1947. But by acquiring Hawks, which counted as trainers rather than fighters, capacity could be increased while continuing treaty compliance. These conditions were nullified during the 1990s by the break-up of the Soviet Union, though.
Seven additional Mk. 51As were delivered in 1993–94 to make up for losses, and due to rising levels of metal fatigue, a major structural reinforcement program was carried out to extend the operational life of Finland's Hawks during the 1990s.
More variants of the Hawk followed and common improvements to the base design typically include increased range, more powerful engines, redesigned wing and undercarriage, the addition of radar and forward-looking infrared (FLIR), GPS navigation, and night vision compatibility. Later models were manufactured with a great variety in terms of avionics and system compatibility to suit the individual customer nation. Cockpit functionality was often rearranged and programmed, too, in order to be common to an operator's main fighter fleet to increase the Hawk's training value.
General characteristics:
Crew: 2: student, instructor
Length: 12.43 m (40 ft 9 in)
Wingspan: 9.94 m (32 ft 7 in)
Height: 3.98 m (13 ft 1 in)
Wing area: 16.70 m2 (179.64 ft²)
Empty weight: 4,480 kg (9,880 lb)
Useful load: 3,000 kg (6,600 lb)
Max takeoff weight: 9,100 kg (20,000 lb)
Powerplant:
1× Rolls-Royce Adour Mk. 851 non-afterburning turbofan with 23,1 kN (5.200 lbf) static thrust
Performance:
Maximum speed: Mach 0.84 (1,028 km/h, 638 mph) at altitude
Range: 2,520 km (1,360 nmi, 1,565 mi)
Service ceiling: 13,565 m (44,500 ft)
Rate of climb: 47 m/s (9,300 ft/min)
Thrust/weight: 0.65
Armament:
No internal armament, but an optional VKT 12.7 millimeter gun in a centerline pod;
Up to 2.200 lb (1.000 kg) of weapons on four underwing hard points, including 4× AAMs like
AIM-9 Sidewinder or R-60 (AA-8 'Aphid'), bombs of up to 1.000 lb (454 kg) caliber, unguided rocket
pods, drop tanks or reconnaissance pods with cameras
The kit and its assembly:
A simple build, sparked from a short-notice inspiration when I did online legwork for paint schemes. Then I stumbled upon profiles of fictional Finnish MiG-29 and Su-27, posted in 2011 by fellow member Wenzel from the CZ What if SIG a.k.a. PantherG at whatifmodelers.com, featuring interesting, fictional four-tone splinter schemes:
i730.photobucket.com/albums/ww303/PoorWhistler/Doodles/Su...
i730.photobucket.com/albums/ww303/PoorWhistler/Doodles/Mi...
These got me thinking, but instead of building one of the Russian fighters I wondered how this camouflage concept would look on a smaller aircraft already in Ilmavoimat service. This led directly to the Hawk 51!
Thankfully, there are several kits available for this aircraft, and I settled upon the relatively new Airfix kit from 2007. It's main selling point was that it actually contains parts and decals for a Finnish aircraft, esp. a set of the modern, very tiny roundels.
Good experience with recent Airfix offerings were confirmed. Effectively, the Airfix Hawk is a nice and simple build, done in just one and a half day. One of the kit’s positive features is the crew: there are actually two modern and well-sculpted pilot figures included, a rarity these days.
The kit was mostly built OOB, only mods are a cover inside of the ventral air brake (which can be built into open position, but this leaves an ugly seam visible) and some extra antennae. Fit is good (not perfect, though), and only little PSR was needed - biggest issue was the ventral wing/fuselage intersection, esp. its rear end.
One truly tricky feat is the mounting of the protective clear separating screen between the cockpit seats – the clear wall has (somehow) to be glued into the clear canopy, without any reference where to actually place it. Altogether a risky business, and I was lucky to get the wall into place with only a little white glue so that a total mess could be avoided. The positive thing about this construction is that you can mount the canopy in open position with the wall inside.
The engraved panel lines appear a little massive at first glance (far from Matchbox' trenches on the Hawk 200, though!), but once you add paint the kit this evens out and looks much better than on the sprues. A nice and literally simple kit!
Painting and markings:
The more challenging part of the build - and I stuck closely to the inspiring profiles and their color choice, choosing a pattern of diagonal "splinter stripes" in rather unique tones:
• FS 35042 (USN Sea Blue; Humbrol 181)
• FS 34227 (Intermediate Green; Humbrol 120)
• FS 30118 (US Field Drab; Humbrol 142)
• FS 35622 (IDF Pale Blue; Humbrol 122), which was also used for the undersides
Painting was done free-handedly, with brushes and some tape for masking, and I stuck to the original color suggestions except for the pure FS35622 on the upper surfaces: I toned it slightly down with a little RLM76 (Humbrol 247), but it is still very bright and the contrast between all colors is really harsh.
Anyway, painting the splinter scheme was easier than it seems, since the areas of each of the four upper side tones was rather small, so that the straight lines were rather short. Only the tight edges needed some corrections, but that was mostly mended during the washing/shading process.
As a design twist, the drop tanks (taken OOB, these are the bigger tanks for the Hawk's export versions) and their respective pylons received the colors of the standard Ilmavoimat Hawks: the pylons were painted in a light olive green (Humbrol 159) while the tanks were painted in a murky, dark brown (a mix of Humbrol 10 and 66) with pale grey (Humbrol 166) undersides.
The cockpit interior was painted in Gull Gray (FS 36231), while other interior surfaces and the landing gear were kept in lighter RAF Aircraft Grey.
For the markings I relied upon the OOB decal sheet; deviating from the inspiring profiles I stuck to the OOB tiny Finnish roundels that were introduced in the Nineties, and they go well with this experimental scheme. Otherwise, markings are rather minimal, just a lot of stencils were applied, the Airfix OOB sheet is pretty exhaustive (with a zillion of stencils, merely 1x1mm in size… There are even decals to be placed on landing gear joints!? Seriously?). As a side benefit, the OOB Finnish aircraft comes with low-viz stencils, placed on a green background. On the fictional splinter livery of my build they blend well into the overall look, the whole aircraft looks very natural (but still original).
In order to emphasize the engraved panel line the kit received a black ink wash and some panel shading through dry-brushing on the upper surfaces, with only slightly lighter tones (e. g. RAL 5008 on the dark blue and RAF Cockpit Green on the FS 34227). I just wanted a subtle effect. Finally, after the decals had been applied, the kit was sealed with matt acrylic varnish (Italeri).
A quick and pleasant build, and it's actually a relaxing experience to build something OOB, without transplants, major, Frankenstein-ish surgery and endless PSR sessions. In fact, the Airfix Bae Hawk kit makes it easy for the builder to create a decent model with little effort. You see that some thought went into the moulds and the kit’s construction.
The fictional four-tone splinter scheme looks really weird, though, almost like an anniversary scheme? O.K., it is, according to its creator, actually based/inspired by a pre-WWII Fokker D.VII fighter in Finnish service, but this real life version was created from different and less “loud” colors! Anyway, this Hawk is colorful in a certain way, even though I have doubts concerning its camouflage’s effectiveness? However, it’s a nice, bright addition to the whif collection. :D
Just manipulating the engine allows for full Power Functions compatibility without the use of a tender car. Sweet. Battery Box will be placed as shown, and the IR Receiver will be in the cab. I'll improvise a mini head somewhere in the cab lol. Actually, I think only the center of the long hood is supposed to come out, but it's a delicate model.
Testing one, two and now, three.
Radio frequency testing has begun on the first Orion spacecraft that will fly around the Moon for the Artemis 1 mission, just two weeks after thermal and environmental tests were completed at NASA’s Plum Brook Station in Ohio, USA.
Electromagnetic compatibility or EMC testing is routine for spacecraft. All electronics emit some form of electromagnetic waves that can cause interference with other devices. Think of the buzz that speakers give out right before an incoming call on a mobile phone.
Spacecraft electronics can cause similar interference, but out in space such interference can have disastrous consequences, so all systems must be checked before launch.
EMC tests often take place in a special shielded room constructed of metal walls and doors and foamy spikes (aka absorbers) that block out unwanted external electromagnetic radiation, like ESA’s Maxwell chamber at its technical site in the Netherlands.
Though not an EMC chamber, Plum Brook’s thermal vacuum chamber is made of aluminium that does provide electromagnetic shielding, making it a suitable substitute.
To test electronics, the spacecraft will simulate a flight in realistic conditions with most of its subsystems and equipment powered and in operational mode.
The electronics are first tested for compatibility in this electromagnetic shielded chamber. Equipment will be switched on to test whether they do potentially disturb one another.
In the second round of tests, electromagnetic fields will be applied using antennas around the spacecraft to test the susceptibility to interference from external sources. The Orion capsule is equipped with electromagnetic field sensors to take measurements as the disturbance frequencies are injected into the chamber.
While all subsystems are a potential source of radio frequency noise, of particular interest are the transmitters that intentionally generate radio frequencies. These can easily disturb other equipment sensitive to electromagnetic noise, like GPS receivers, tele-command modules and other communication elements.
ESA experts are on site monitoring all tests alongside NASA colleagues as Orion moves closer to its first flight without a crew around the Moon.
Find more in depth coverage of all things Orion on the blog.
Credits: NASA
Another shot of my new Leica body; lately, the prices on used R-series bodies have become quite affordable. Converting my 2-cam 35 and 50mm lenses to 3-cam compatibility will come to more than I paid for this beauty.
A custom stick that was build to be played alongside a Sega New Net City arcade cabinet.
Featuring custom chrome artwork, multi compatibility (PS3/360/PC/retro), neutrik.
The new Twin Forestry series is the ultimate tribute to the business and the people who make it. Expect even better traction, stability and accessibility thanks to exclusive new tread designs, improved resistance properties and better-than-ever track compatibility.
Hi Culties & Spookies, time for even more sales for your Sunday Leisure!!
★ Item ★ The Narla Boots
★ Rigged For ★ Legacy F ★ Reborn ★ Kupra ★ Gen-X Curvy ★ Lara ★ Maitreya X ★
★ 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 ★
Cult Mainstore: maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
Cult Market Place: marketplace.secondlife.com/en-US/stores/199625
Cult Discord: discord.com/invite/6ebsHCN3qe
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/
# 52Project2016 # Week 21 # Stars # Lightbox
Orion sets behind the hills backing Cuttagee Lake in southern NSW, Australia.
An uncropped image with an smc Pentax (K) 30mm f2.8 lens testing compatibility with Pentax K1 full frame.
With a view to make the yearly life of people quite secure, constructive, successful and happy, and rather prosperous, offered by us are horoscopes 2014, monthly calendars including the printable calendar 2014, and suggestions for splendid new year 2014 celebrations. All these things are of vital importance and usefulness in the daily, monthly, and yearly life of people that differ in age, occupation, financial status, attitude, and ambition. We hope that children, school-students, college and university students, professionals, businesspersons, companies, firms, teachers, and other people of the society will find these things very helpful, for the cherished happiness, progress, and prosperity in the year 2014. The outstanding and impressive features and diverse utilities of each of these things of general interest are described separately in the paragraphs below.
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HER Couture
Saturday Sale
⊡ 75L Weekend sale
☰ Items Included:Color Hud
⋮ 17 Colors
☰ Compatibility with:
☑ Maitreya ☑ Belleza (All) ☑ Slink (All) ☑ Ebody (Curvy) ☑ Tonic (All) ☑ Legacy
LM: maps.secondlife.com/secondlife/Secret%20Sands/211/211/3025
In 1962, the US Navy issued a requirement for an eventual replacement for the A-4 Skyhawk. Of the proposals submitted by various companies, Vought’s design won the competition in February 1964. What became the A-7 Corsair II was based on the already successful F-8 Crusader fighter, a decision which figured heavily in the Navy’s selection of the aircraft. The A-7, however, was smaller and shorter, with a much less sleek fuselage but a larger wing. It was the first operational American aircraft to use a turbofan engine, a HUD, and an internal INS linked to the bombing radar, permitting very accurate bombing in all weathers. After a remarkably trouble-free development, the YA-7A first flew in September 1965 and entered service a year later, with a combat debut in December 1967 over Vietnam. Because the A-4 was more maneuverable, the A-7 only supplemented the Skyhawk in US Navy service until the early 1980s; likewise, it was not chosen by the US Marine Corps for the light attack role, as the Marines preferred upgraded A-4s and later the AV-8A/B Harrier series.
The USAF, however, would acquire the A-7 in large numbers, at first as an interim to bridge the gap between the F-105 Thunderchief and the F-111 Aardvark, and to replace the ancient A-1 Skyraiders then serving as COIN, close air support, and rescue support aircraft. The A-7D made a number of changes, including USAF-style boom/plug refueling port, the more reliable and powerful Allison TF41 engine, and deletion of the A-7A’s twin 20mm cannon for a single M61A1 Vulcan 20mm gatling cannon. The A-7D entered USAF service in September 1968, and its combat service over Vietnam impressed the US Navy enough that the follow-on A-7E Corsair II incorporated both the TF41 engine and the M61A1 gun armament. Aside from the two-seat TA-7C/A-7K conversion trainers and EA-7L electronic warfare trainers, the A-7E was the penultimate Corsair II variant. Vought proposed an advanced, supersonic long-range strike variant, the A-7F, but this only went to the prototype stage.
The A-7 served in every conflict the United States entered into from 1968 to 1991, including Vietnam, operations against Lebanon, Libya, and Iran in the 1980s, and the First Gulf War. The latter was the swansong for the type in US service, with only two US Navy A-7E squadrons seeing service. With the drawdown of the 1990s, the A-7D was rapidly retired from USAF and Air National Guard units in favor of the F-16 Falcon; the A-7E left US Navy service in favor of the F/A-18 Hornet. The aircraft was exported in the 1970s to Greece as the A-7H and Portugal as the A-7P, both of which saw service in the Third World War. Thailand received ex-US Navy A-7Es in the mid-1990s. Greece retired the last operational A-7s in the world in 2014.
(The following is a fictional history of a fictional naval air arm.)
With the adoption of the US Navy-style carrier battlegroup by the FIRN/FIRNAA in the late 1970s, the FIRNAA also adopted the Navy-style carrier air wing of F-14 Tomcats, A-6 Intruders, and A-7 Corsair IIs. The latter were deemed to be of low priority, with the FIRNAA acquiring and upgrading ex-US Navy A-4E Skyhawks, and there was some controversy over the need to buy the A-7 at all. The sale went through because of the A-7’s ability to carry more ordnance further, and the first order for 36 A-7Es and five two-seat TA-7Cs were placed in 1985. As the A-7 production line had closed by that time, these came from ex-US Navy stocks and were refurbished before delivery; the only addition to the aircraft was a Pave Penny laser designator, which allowed the A-7E to drop precision guided weaponry. TA-7Cs were also in short supply, so instead Vought converted five ex-USAF A-7Es to A-7K standard, though these aircraft had a bulged refuelling probe and were designated TA-7K. (The TA-7K retained its boom/plug system, making it a “hermaphrodite.”) The first FIRNAA A-7E entered service in August 1986 with NAS-17, and both it and NAS-18 were fully operational with the Corsair II before the end of the Third World War. The last batch entered service with NAS-19, with the last being delivered in July 1988. These aircraft would provide yeoman service during the First Gulf War.
Though the United States was rapidly retiring the A-7, the FIRNAA decided to keep the aircraft due to its range instead of acquiring more F/A-18 Hornets. Because of its lack of speed and the desire to keep the aircraft in service at least until 2005, the FIRNAA commissioned a study to upgrade its Corsair IIs. Vought had gone out of business by this time (1993), but the A-7F study was resurrected and the contract given to Predator Propulsion. Initially designated A-7P (for Predator Propulsion, but dropped due to confusion with the Portuguese A-7Ps) and then A-7S, this upgrade included completely updating the avionics, with a new HUD system, LANTIRN compatibility, the ability to carry the AGM-84 Harpoon and AGM-84E SLAM, and most importantly, the A-7F’s Pratt and Whitney F100 turbofan. Since the A-7S lacked the lengthened fuselage and modified tail of the A-7F, the engine was derated to 24,000 pounds, though the afterburner was retained. This increased the top speed and range of the A-7E, as the F100 was more fuel efficient. The first A-7S flew in July 1994 and entered service in December 1995; by 1996 the entire fleet had been upgraded.
Despite the expense of the upgrade, the A-7S’ career was to be brief. The decision to acquire the F/A-25 Rafale to replace it was made only two years after the A-7S entered service, and it began to be withdrawn from service in 1999. The outbreak of war in Afghanistan and Iraq only delayed withdrawal for a short time, though the A-7S would fly combat missions in what was the Corsair II’s final combat deployment. Both NAS-17 and NAS-18 would convert to the Rafale, while NAS-19 retained it’s A-7s until the squadron’s disbandment in 2004. The last FIRNAA Corsair IIs made a four-ship flypast of Viper Lake IFAAS in August 2004, marking 18 years of faithful service. Eleven A-7s were lost during the aircraft’s career, six in combat during the Third World War and the First Gulf War, and the remainder in accidents; these were replaced from US Navy stocks, making total procurement 52 aircraft.
(Back in the real world...)
Though I prefer 1/144 scale for my own personal models, there is not yet a 1/144 kit of the A-7; Tamiya, however, makes a 1/100 kit. After finding one in Indiana in 2010, I built it out of the box as a standard A-7E. I used a darker gunship gray over medium gray color scheme (which would probably be unworkable for carrier operations in real life). I used kit decals, but the tailcodes and crocodile tail motif were hand-painted. It is armed with 12 Mk 82 750-pound bombs and two AIM-9B Sidewinders, which were not as difficult to put on as I had originally thought.
BENRO TMS07A Macro tripod
MANFROTTO 492 Micro Ball Head
Closed 38cm
Working height 0cm-70cm
Together 830 gr
How awesome this could be?
Strobist info : 1 Yongnuo YN-460 ( 1/1 power ) through DIY beauty dish, bounce up at camera left, white cardboard reflector at the front of the camera for fill in. Trig wirelessly with CTR-301P.
Secretary-General Ban Ki-moon (left) and his wife, Yoo Soon-taek (centre), take part in a special event celebrating the first International Day of Yoga at UN Headquarters.
The International Day of Yoga is being celebrated around the world following recognition by the United Nations General Assembly of the holistic benefits of the ancient Indian practice and its inherent compatibility with the principles and values of the UN.
21 June 2015
United Nations, New York
Photo # 635474
Credit: UN Photo/Mark Garten
Hi Culties & Spookies, Time to kick off your weekend shopping just right!
★ Item ★ The Cerelia socks are cute and adorable with hearts and studs! Would be great for any cute outfit!
★ Rigged For ★ Reborn ★ Legacy Female ★ Kupra ★ MaitreyaX ★ GenX ★ Lara ★
★ Remember to always try the DEMOS!★Check for Body Type & Body MOD Compatibility★
★ Comes with a Color Control HUD for changeable color options
★ Cult LM ★ maps.secondlife.com/secondlife/Cult%20Coven/129/75/33
★ Cult's Social Media Links ★
Deadline for portfolio work in one of my English courses. This is just a small selection of the different ways students presented their final creations. From traditional old-school hand-written A4-papers, through printed word-documents, to video files on USB-sticks, Google Drive or various services in "the cloud". As a teacher, it's getting harder and harder to keep it all together. Our school is equipped with PCs, but many students prefer bring in their own Mac's - compatibility problems still prevail. A centralized school LMS sometimes sounds tempting but on second thoughts, often stumps creativity.
And there's not only a huge gap between the tools and hardware that students have at their disposal, but also their skills seem to vary more and more. We are witnessing the digital divide even in our affluent society. What am I, as an EFL teacher, to assess? To be fair and impartial, just the English language? Would it be unfair to give extra credit for digital creativity? Being a 21st-century teacher is sometimes hard...
he Olympus SP-610UZ Digital Camera (Black) is a very talented performer among compact digital cameras--it boasts 14Mp resolution and a 22x wide-angle zoom lens (28-616mm equivalent) that can handle just about any type of photo you're interested in, from wide-angle landscapes to parties to portraits to sports and wildlife photography.
With Dual Image Stabilization and up to 3200 ISO sensitivity, your pictures will be sharp and clear, even in dim light or using the longest telephoto setting. There's more to the SP-610UZ, though--like 720p HD video, a bright 3" LCD monitor, a 3D mode, built-in flash, Eye-Fi compatibility, and 30 shooting modes. 8 Magic Filters boost your creativity with effects like Pop Art, Pinhole, Fisheye, Soft Focus, etc.
This compact, lightweight camera is compatible with SD, SDHC, and high-capacity SDXC memory cards, and it runs on 4 easy-to-find AA batteries.
14 Megapixels
An amazing 14 million pixels in the high-resolution CCD create superior image quality. Create poster-sized prints without losing a single detail
22x Wide-Angle Optical Zoom
All the capabilities you need in one compact lens. The 22x optical zoom gets you amazingly close to the action while the 28mm wide-angle lens lets you capture breathtaking panoramas
3" LCD
The huge 3-inch LCD features an extra-wide viewing angle for easier composing and shooting
HD Movie 720p
A simple, one-touch button allows you to record movies with amazing clarity in high-definition, right from your camera
Dual Image Stabilization
Dual Image Stabilization combines Sensor-Shift Image Stabilization with high ISO sensitivity and fast shutter speeds to capture crisp, clear images in any situation
3D Photos
Discover the depth of 3D stills. From macro shots to landscapes, Olympus' 3D technology shoots two pictures and combines them into one image for a dramatic effect when viewed on a 3D device. Perfect for bringing your memories to life
Wi-Fi Compatibility (With Eye-Fi Card)
No need for cables or even a computer. Upload or email images directly from your camera with an optional Eye-Fi card
In-Camera Panorama
Captures three images and stitches them together to create one amazing panoramic picture by simply pressing the shutter button and slowly panning across a panoramic scene
Magic Filter Still & Movie
Add style and artistic flair to stills and movies with Olympus' Magic Art Filters. Joining, Pop Art, Pin Hole, Drawing, Fish Eye, and Soft Focus are the new Punk, which creates a two tone image with a classic punk rock feel, Watercolor, which transforms images into frame-worthy paintings, and Sparkle, which adds a twinkle to your photos
Beauty Mode
Beauty Mode lets you smooth a person's skin, removing unwanted wrinkles or blemishes. Additionally, make subtle edits, such as slightly emphasizing and brightening the eyes, with the post-capture feature: Beauty Fix
Auto Focus Tracking
AF Tracking automatically tracks unpredictable, fast-moving subjects such as kids and pets, and continuously adjusts the focus and brightness so you can capture these photogenic whirlwinds with ease
Face Detection
Face Detection automatically focuses on your subjects' faces and optimizes exposure for sharp, brilliant portrait pictures
TruePic III +
A TruPic III+ Image Processor, first developed for professional digital SLRs, knows precisely how to deliver true-to-life color, the sharpest details, and less noise
Additional Specifications
Battery life: 340 shots with alkaline; System requirements: Auto-connect USB, Windows 2000 PRO, XP, Vista, 7, Mac OS X 10.3-10.5; Pet auto-shutter; Playback edit effects: Still image: Beauty Fix, Resize, Cropping, Saturation; Image Playback: Still Image: Single, Index display (4 x 3, 6 x 5), Up to 10x Enlargement, Slideshow, Rotation, Protection, Histogram, Voice Playback, Movie: Normal, Fast-Forward, Reverse, Frame-by-Frame, Voice Playback; Shooting assist functions: histogram, frame assist, voice recording; Continuous shooting: High speed: 11.8 frames per second / 24 images (3Mp), Normal speed: 1.1 frames per second / 9 images (14Mp); Panorama: In-camera (card), PC Panorama (up to 10 frames automatically stitchable with ib software); Shooting modes: 30 Shooting Modes; Intelligent Auto, Program Auto, Sensor-Shift Image Stabilization, Panorama, Magic Mode, 3D Mode, Scene Modes (1. Portrait, 2. Beauty, 3. Landscape, 4. Night Scene, 5. Night+Portrait, 6. Sport, 7. Indoor, 8. Candle, 9. Self-Portrait, 10. Sunset, 11. Fireworks, 12. Cuisine, 13. Documents, 14. Beach & Snow, 15. Pet (cat), 16. Pet (dog)), HD Movie, Magic Filter (Pop Art, Pinhole, Fisheye, Drawing, Soft Focus, Punk, Sparkle, Watercolor);
76 Piano-size touch-sensitive keys with built-in recorder, pitch bend wheel and USB for plug & play compatibility
More info here:http://usa.yamaha.com/products/musical-instruments/keyboards/digitalkeyboards/dgx_series/dgx-205/?mode=model
According to Yamaha website, "For the more serious musician in your life, start them off right with the DGX205. It features 76 keys, double the power of the next model down and a professional pitch bend wheel for more expressive playing of brass and string instruments. The larger keyboard, important for professionals, is also valuable for aspiring musicians. In fact many music teachers encourage new students to get a keyboard that will grow with their needs. In addition, we've beefed up the "Yamaha Education Suite" (Y.E.S.) found on previous models with a new interactive version, Version IV, which includes "Your Tempo" and "Repeat & Learn" modes. The keyboard comes with 30 pre-loaded songs, Flash ROM internal storage for adding more, and 70 additional selections on an included CD-ROM. Simply connect the keyboard to your computer via the convenient USB connector and transfer songs to the keyboard for learning or listening. And for recording your own songs, the DGX205 has a built-in multi track sequencer and can store up to five performances at a time. Finally, performance assistant technology allows you to play along with songs and not make a mistake – even if you're a complete beginner!"
I recently went on the way home to a Washington State Department of Commerce Community Workshop for a land use Compatibility Guidebook to help folks both civilian and military work better together in Washington State. Really appreciate my professional correspondence with its leader Deneah Watson, so please enjoy these photos responsibly.
PHOTO CREDIT: Joe A. Kunzler Photo, AvgeekJoe Productions, growlernoise-AT-gmail-DOT-com
This is a shot of 4 of the new 2014 Hero Factory sets showing how some of the regular minifigs from other themes can fit in them. From left to right: General Grievous in 44018 Furno Jet Machine; S7 CMF Galaxy Patrol in 44019 Rocka Stealth Machine; Blista the Bat (from Chima) in 44015 Evo Walker; regular minifigure fitting into the jaw of 44016 Jaw Beast. Most minifigs seem to fit quite well into these mostly non-System mechs.
+++ 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?!
Heading down to Edwards, for the last Approach and Landing Test before being shipped to KSC as the Shuttle Pathfinder
Vehicle. There, she'll be mated with an ET and two dummy SRBs to test vehicle compatibility with the ground support and handling equipment. NOTE: The aerodynamic cone that covered the simulated SSMEs during the earlier tests is not present.
+++ 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?!
Four existing 9.1-meter antennas at the NOAA Satellite Operations Facility are being upgraded for compatibility with the GOES-R series satellites. These antennas will maintain compatibility with existing GOES satellites and will operate continuously for the life of the GOES-R series.
Credit: Harris Corporation
For more information: www.goes-r.gov/ground/facilities-antennas.html
Original image source: www.goes-r.gov/multimedia/ground.html
★ Item ★ The Swift wedges scream springtime with butterflies as accessories!
★ Rigged For ★ Reborn ★ Legacy Female ★ Kupra ★ Lara ★ Gen-X ★
★ 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 ★
+++ 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?!
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Featuring :
- Xbox360/PS3/PC compatibility
- XL Size
- Seimtisu buttons with LED's
- Button press light-up
- clear bubbletop
- See through bottom
- Neutrik for removable cable
Devoxx 2018 - To JAR Hell And Back - A Live Migration to Java 11
I'm sure you've heard about compatibility issues with upgrading to Java 9 and beyond, but did you try it yourself yet? This live coding session starts with a typical Java 8 application and runs up against and eventually overcomes the common hurdles:
* build system configuration
* dependency analysis with jdeps
* dependencies on internal APIs and Java EE modules
* split packages
To get the most out of this talk, you should have a good understanding of the module system basics - afterwards you will know how to approach your application's migration to Java 9 and the module system.
www.youtube.com/watch?v=xKmv24_2Asw
( Devoxx 2018
Tous les slides sont proprietes de leurs auteurs.
All slides are properties of their authors. )
Created in Ultra Fractal.
Formula: Compatibility\Fractint.ufm.
Lambda c* fn(z)
Outside: em.ucl
Log Trichrome
pluralistic.net/2025/10/15/freedom-of-movement/#data-dies...
A 1989 black and white photo of the Berlin Wall; peering over the wall is Microsoft's 'Clippy' chatbot.
Image:
Armin Kübelbeck (modified)
commons.wikimedia.org/wiki/File:Berlin_Wall_April_1989_23...
CC BY-SA 4.0
+++ 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?!
PNNL scientists have been investigating high-pressure hydrogen material compatibility and surface degradation of aluminum-coated lead zirconate titanate (PZT) surfaces for applications in clean-burning hydrogen internal combustion engines. This lead (Pb) spider-like formation was discovered during the research. It was imaged with the Environmental Molecular Sciences Laboratory’s helium ion microscope and may have battery applications. Contributing to this project are PNNL researchers Kyle Alvine, Vaithiyalingam Shutthanandan, Wendy Bennett and Stan Pitman.
This image was a part of the 2011 PNNL Science as Art contest.
Terms of Use: Our images are freely and publicly available for use with the credit line, "Courtesy of Pacific Northwest National Laboratory." Please use provided caption information for use in appropriate context.