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Wow, talk about taking care of your speakers and building your brand. I was absolutely FLOORED to receive this awesome speaker package for the 2008 Sarasota Design Conference. Just Wow. Tip of the hat to the conference planners. My speaker schwag includes:
1) The obligatory speaker agreement that you will be recorded blah blah
2) A full color inviting welcome letter
3) A Moo card holder in a cool silver package with three funny pre-loaded cards. The first of which reads "Let's Be Friends!"
4) A silver ring for the moo card holder
5) Plastic case the moo cards shipped in, not a cardboard box.
6) The Moo cards themselves which read!:
Side A
2008 SARASOTA INTERNATIONAL DESIGN SUMMIT
I'm Speaking - Join me there!
October 27-29 Sarasota, FL
Side B
Ed Schipul
theme | Design + Technology: Visual. Social. Mobile.
date | October 27-29, 2008
web | www.sarasotadesignsummit.com
email | eschipul and my domain (ok, they actually have the real one)
My session is on Day 2 Design patterns of Social Media through the power of Story: The hero's journey will be Twittered.
So, like the Moo cards say, JOIN ME THERE!
Brochure Designed by Litmus Branding, India's Branding and Advertising Agency. We also offer Brochure Design services to clients across the globe.
My tattoo now avaliable in store and marketplace.
Store: maps.secondlife.com/secondlife/Hot%20Atoll/177/138/27
Marketplace: marketplace.secondlife.com/p/Oz-Design-Hurte-Me-Tattoo/15...
Übergrill designed by Annette Kröger 1993.
mage from Gunter Rambow Schule der Plakate. [Staatliche Hochschule für Gestaltung Karlsruhe].
Packaging is one of the most important part of product branding . beautiful Packaging Attract more customer it’s means more sales of your product and stands out One step Ahead from your competitors. here we presents some cool packaging designs to inspire yourself . dreamcss.blogspot.com/2009/03/25-best-packaging-design-in...
Designed by architect Marià Castelló Martínez. Living and office combined.
One of the finest houses on Formentera imho.
Modern Interior Design for Office in The Manchester Square. Resource image this modern interior design
Nome: Zedd Brasil;
Tipo: Blogger, Design e desenvolvimento;
Online em: goo.gl/eFFxuQ;
Versões Disponíveis: Desktop, tablet e mobile.
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Deseja entrar em contato?
Twitter @Lucas_Troal
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Photo from a recent photo job for AirBnB (www.airbnb.com).
Liked this lady's house in Eastport a lot. Gorgeous color and design sense, hard to believe she didn't work in professional staging.
The name and graphic inspiration derives from James Beard award winning restaurant owner Celina Tio’s former boarding school in Pennsylvania, where the mascot was a moose. “Collection” was a homeroom-type gathering time for students.
Created in collaboration with Jordan Gray and Brent Anderston with Stir
2016-04-10
Vintage fashion photoshoot sponsored by Design Archives Emporium in Greensboro and Winston-Salem, NC.
model: Kelsey Chambers
Styling by: Mary Adkins
Hair by: Kyle Britt
Make up by: Hannah Dezarn
Nikon F2
Nikon Ai 50mm f/1.4 lens
Ilford HP5 400 35mm film
Adox Rodinal (1+50)
20ºC - 11min
Cristina Gómez y yo, como colectivo, hemos ganado un premio nacional de diseño. La inauguración de la exposición y entrega de premios es el próximo Jueves 24 de Septiembre a las 19:00h en el salón de Actos del edificio de la Concejalía de Juventud.
C/ Campoamor, 91, 46022, Valencia.
Cristina Gómez and I, as a collective, won a national design award. The opening of the exhibition and awards ceremony is next Thursday, September 24 at 19:00 pm in the auditorium of the building of the Department of Youth.
C / Campoamor, 91, 46022, Valencia.
This photostream is a collection of my favorite pics If anyone wants to chat about interior design, you can reach me via my Houzz page - ift.tt/IrzZEF
The June 19, 2016 EyesOn Design car show at the Edsel and Eleanor Ford estate in Grosse Pointe Shores, Michigan.
Harold Wills started out with Henry Ford, and as manufacturing manager contributed to the development of the Model T. He then founded his own car company in 1920 in Marysville, Michigan. Wills produced an estimated 15,000 cars before the company closed in early 1927, partly because of a shortage of sound engineering expertise.
All of my classic car photos can be found here: Car Collections
Press "L" for a larger image on black.
Be the first to see my all-new design of PHILADELPHIA CITY HALL, one of the finest examples of second empire architecture this side of the Pond! Become a CORINTHIAN patron today and you'll get immediate access to this and all other content and perks offered on my Patreon page.
Link to my Patreon page ➡️🔗⬅️
Nhìn thấy 1 signature bên DA Emmar. Ham quá thể, ước ao có 1 Sign như thế!
2 ngày, 2 ngày lục tìm stock, tẩy đi tẩy lại..
Và đây là thành quả của mềk.
Nhìn ko đẹp lắm nhưng là đầu tay đếy! >.<
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Dassault MD.454 Mystère IV was a 1950s French fighter-bomber aircraft, the first transonic aircraft to enter service in French Air Force. The Mystère IV was an evolutionary development of the Mystère II aircraft and the straight-wing Ouragan. Although bearing an external resemblance to the earlier aircraft, the Mystère IV was in fact a new design with aerodynamic improvements for supersonic flight. The prototype first flew on 28 September 1952, and the aircraft entered service in April 1953.
The first 50 Mystère IVA production aircraft were powered by British Rolls-Royce Tay turbojets, while the remainder had the French-built Hispano-Suiza Verdon 350 version of that engine. In addition to production Mystère IVA, Dassault developed an upgraded Mystère IVB with either a Rolls-Royce Avon (first two prototypes) or a SNECMA Atar 101 (third prototype) afterburning engine and a radar ranging gunsight. Six pre-production aircraft were built but the project was abandoned in favor of the more promising Super Mystère.
Another development was the Mystère IVN. This aircraft was developed in parallel with the Mystère IVB as a night and all-weather interceptor. It differed from the single-seat fighter in several respects: a 1.4m section was added to the forward fuselage to accommodate a second crew member; internal fuel capacity was substantially increased and provision was made for an APG 33 intercept radar with the scanner above the engine air intake, not unlike the North American F-86D 'Sabre Dog' which already flew in 1949.
Powered by a Rolls-Royce Avon RA.7R, rated at 9.553 lbf (43.30 kN) with maximum afterburning, the Mystère IVN had provision for an armament of two 30mm cannons in the lower forward fuselage and a retractable rocket pack for 55 unguided air-air rockets of 68mm caliber.
The prototype was flown on 19 July 1954, but the development program was soon about to be abandoned owing to France's inability to finance the development of two night fighters (the other being the SNCASO Vautour) at the same time. Compared to the heavier Vautour, the Mystère IVN suffered from several shortcomings: endurance was considered insufficient and the proposed APG-33 radar, a Hughes-built Aircraft X band fire control radar originally developed for the USAF's F-89A and F-94A/B 1st generation jet interceptors, turned out to be unsuitable, too.
France decided to move on with the Vautour, but there was serious interest in the Mystère IVN from foreign markets: India, already being a taker of French combat aircraft like the Ouragan and the Mystère IVA, showed much interest, as well as smaller European countries like the Netherlands, Denmark, Germany and Belgium, where the limited range and loiter time were only of secondary importance. Israel also showed much interest. Most of them had to replace their outdated WWII Mosquito night fighters or were looking for a jet-powered, yet affordable solution for the all-weather interceptor role.
Eventually the Mystère IVN was developed further as a private venture, without official orders for the Armée de l’ Air. Several measures were taken to improve the type's endurance – the most significant was to omit the rocket belly tray in the fuselage and its complicated mechanics. Instead, the space was used for an auxiliary tank and some new avionics.
The IVA’s pair of 30mm DEFA cannons was retained. Unguided rockets – at the time of development the preferred air-to-air weapon against large bomber groups, coming in at high altitude and subsonic speed, could still be carried externally in up to four streamlined pods under the wings. A pair of 800l drop tanks could be carried on the wet inner pair of pylons, too.
Avionics were upgraded, too: the prototypes' AN/APG-33 was replaced by a more effective Hughes AN/APG-40 fire control radar (used in the F-89D and F-94C), together with an E-9 fire control system like that of the early F-102. This allowed the Mystère IVN (theoretically) to carry both types of the GAR-1/AIM-4 'Falcon' AAM. The GAR-1D (later re-coded AIM-4A) had semi-active radar homing (SARH), giving a range of about 5 mi (8.0 km). The GAR-2 (AIM-4B) was a heat-seeker, generally limited to rear-aspect engagements, but with the advantage of being a 'fire and forget' weapon. It had a similar range to the GAR-1.
The Mystère IVN could carry a maximum of four such missiles on launch rails under the wings. As would also be Soviet practice, it was common to fire the weapon in salvos of both types to increase the chances of a hit (a heat-seeking missile fired first, followed moments later by a radar-guided missile). The Falcon turned out to be rather unreliable and complicated in handling. It also had only a small 7.6 lb (3.4 kg) warhead, limiting their lethal radius, and it lacked a proximity fuze: the fuzing for the missile was in the leading edges of the wings, requiring a direct hit to detonate. Consequently, the missile was not introduced by any of the Mystère IVN’s users.
Alternatively, the French AA.20 air-to-air missile was tested, but it was deemed to be even less practical, as it relied on direct command guidance, using a similar system to that used by Nord's anti-tank missiles, with the missile being steered visually from the launching aircraft - at night or in adverse weather conditions not a suitable concept. The later, beam-riding AA.25 would have been a better option, but it was incompatible with the US-built APG-40 radar.
Belgium was the initial user of the type, initially buying 24 Mystery IVN (serialled AY-01 – 24) as replacements for the BAF's obsolete Mosquito NF.30 fleet in 1955, and later ordering 12 more as replacements for the Gloster Meteor NF.11 night fighter fleet. These were accompanied by 53 Avro CF-100 'Canuck', bought in 1957.
Both types served with No 11, 349 and 350 Squadron of the 1st "All Weather" Wing at Beauvechain and only saw a single, brief ‘hot’ mission: during “Operation Simba” in 1959, four BAF Mystère IVN, were, together with four more CF-100s, deployed to Kamina Air Base in Belgian Kongo, in order to suppress unrest and keep air control. The mission only lasted from 3rd to 16th of July 1959, though, and the transfer alone took four days, due to slow C-119G transporters which carried the technical support for the mission.
The Canuck was only used until 1964 when it was replaced by the Lockheed F-104G Starfighter, the Belgian Mystère IVNs would follow in 1975. None of these aircraft was preserved, as all remaining aircraft were sold to scrap dealer Van Heyghen and broken up at Gent.
Other users were Israel (20), India (42), Spain (16) and Australia (16) – many European countries rather settled for the license-built F-86K/L interceptors, sponsored by the USA (e. g. Denmark, the Netherlands, Italy, Germany), even though the Mystère IVN offered the benefit of a second crew member/WSO.
General characteristics
Crew: 2
Length: 14.92 m (49 ft 11 in)
Wingspan: 11.12 m (36 ft 5 ¾ in)
Height: 4.60 m (15 ft 1 in)
Wing area: 32.06 m² (345.1 ft²)
Empty weight: 7.140 kg (15.741 lb)
Max. take-off weight: 10.320 kg(22.752 lb)
Powerplant
1× Rolls-Royce Avon RA.7R rated at 7.350 lbf (32.69 kN) dry thrust and 9.553 lbf (43.30 kN) with afterburner
Performance
Maximum speed: 1.030 km/h (640 mph) at sea level
Range: 915 km (494 nmi, 570 mi) without external tanks,
Ferry range: 2.280 km (1.231 nmi, 1.417 mi) with external tanks
Service ceiling: 15.000 m (49.200 ft)
Rate of climb: 95 m/s (7.874 ft/min)
Armament
2× 30 mm (1.18 in) DEFA cannons with 150 rounds per gun
1.000 kg (2.200 lb) of payload on four external hardpoints under the wings, including unguided rocket pods (for 19 x 68mm missiles each), drop tanks, iron bombs of up to 1.000 lb (454 kg) caliber or up to four GAR-1/2 (AIM-4) ‘Falcon’ AAMs.
The kit and its assembly:
A whiffy aircraft – even though it actually existed! This became a bigger project than originally intended – it started when I wondered what one could whif from a Matchbox Mystère IVA? When I browsed sources I stumbled across the real IVN prototype several times, a very attractive aircraft. An all-weather version sounded like a plan.
At first I just wanted to add a radome and a chin air intake to the basic kit, creating a fantasy single-seater, but then I decided to tackle the challenge and create something that could be called a IVN model – even though a later service aircraft, and certainly not 100% true to the real thing.
Another factor that spoke for the IVN was that there is no kit available. AFAIK there’s a short-run, mixed-media 1:48 scale kit from Fonderie Miniatures of this aircraft – but in 1:72?
In real life, only a single Mystère IVN was actually built and flown – the type became a victim to the Vautour, as mentioned above. The only prototype served as a radar and equipment test bed, and AFAIK it still exists today as an exhibit at the Conservatoire de l'Air et de l'Espace d'Aquitaine in Bordeaux–Merignac. As a side note: With this plane Jacqueline Auriol beat the women world speed record in May 1955, flying 1.151 km/h
Basis for my conversion is the simple Matchbox Mystère IVA kit. Good news is that you just need to modify the fuselage for an IVN – wings and tail surfaces can be taken OOB. But the fuselage…?
The easier part is the rear end, as the exhaust pipe needs to be widened and lengthened for the IVN’s bigger afterburner engine. I cut the original tail section under the fin away and replaced it with parts from 1:100 A-10 engine nacelles, with a new nozzle inside and 2C putty sculpting around the fin base in order to get some cleaner lines. Pretty straightforward.
The front end was another thing, though. Almost anything in front of the wings had to be re-designed. Initial step was to lengthen the fuselage by almost exactly 20mm, but then you need the chin air intake with the radome above (very F-86D-like), too, and a tandem seat cockpit has to be integrated. Complicated!
I found a suitable cockpit hood in the Matchbox Meteor NF.11/12/14 kit (Hannant’s Xtrakit re-boxing). It offers, as optional parts for a late NF.14, a strutless, relatively short canopy together with a matching fuselage part. A very convenient combo for the conversion, as the clear parts can be glued onto correct foundations, and even the dorsal radius of Meteor and Mystère is very similar.
After cutting the fuselage in front of the wings in half I also cut out a dorsal gap around the original cockpit opening and tried to insert the donation part, while filling the 20mm gaps on the fuselage flanks with styrene strips on the inside of the fuselage and 2C and finally NC putty on the outside.
In the same step I also had to improvise a new cockpit floor. The dashboard and radar screen for the WSO were taken from the Meteor. I also added cockpit side walls from styrene sheet and ejection seats.
A dorsal spine had to be scratched, too, as the Meteor NF.14 had a bubble canopy, while the Mystère IVN features a straight spine. The canopy was cut at its rear end, and a part of a vintage FROG Me 410 engine nacelle(!) was implanted to fill the spine gap. More messy putty work, but things started to look like the real aircraft!
With the cockpit and the glass parts in place I started sculpting the nose section next. The radome is a WWII drop tank front end, cut out to match the IVA’s nose shape. Then the air intake below was added, it comes from a Italeri F-16 but had to be considerably modified in order to fit into the new place (narrowed, shortened, and with cutout on top for the radome). Being flatter and wider I extended the new intake’s lines and shape into cheek fairings, up to the cannon muzzles.
During the same process I also blended the radome with the circular front end of the original Mystère IVA. Again, lots of putty sculpting, but worth the effort. It’s certainly not 100% like the real thing, but IMHO the impression counts in this case.
The landing gear was taken OOB. Under the wings four pylons were added (from two Revell G.91 kits, the inner pairs), the inner pair received drop tanks (also from a Revell Fiat G.91), the outer pair holds the IVA kit’s streamlined rocket pods, those that come OOB.
For those who quibble about the Matchbox kit’s small drop tanks: No, these 'blobs' are typical French air-to-air missile pods of the 50ies/60ies, with 19 68mm missiles inside. They have vertical front and back ends, but they carry aerodynamic caps on both ends. Looks wacky, but if you know what they are they make sense. They can also be seen on contemporary Vautour aircraft.
In a wake of terminal detailism I also decided to modify the wings with lowered flaps – this is easy to realize, since area under the wings is limited by wide and deep trenches, and the flaps are just “boards”. The respective areas were sanded away, and new flaps made from thin styrene sheet.
Several pitots from wire or styrene were added, the gun ports drilled open and filled witn short pieces of hollow steel needles.
Painting and markings:
A French service aircraft would have been the 1st choice, but all aircraft from that era were left bare metal – with the rough putty surface not the best choice, and it might have looked rather F-86D-style?
Camouflaged French aircraft came later, with the imported F-100s and the SMB2, and those were rather tactical schemes.
So, I looked for an alternative, also in foreign countries, and settled on Belgium. The real Belgian Air Force situation is described above, and one can only wonder why they settled for the huge and rather ineffective CF-100, as it only carried unguided air-to-air rockets on the wing tips, but no cannon at all. So, there would have been a place for a smaller and more agile night fighter in the BAF.
The paint scheme follows the BAF’s fashion of the late 1950ies: RAF-style, featuring a rather dark green/dark grey camouflage, with pale grey the lower surfaces, but not in BS colors, rather European NATO standard.
I settled for Revell 46 (RAL 6014, NATO olive green) and Modelmaster 2085 (actually RLM 75 - it is a tad lighter than Dark Sea Grey) as basic colors for the upper sides, and Modelmaster 2039 (FS 16515, Canadian Voodoo Grey) for the lower sides. This sounds like an odd combo, but after consulting real aircraft pics of that era the colors seemed to deteriorate quickly, esp. the green would bleach into even reddish hues and the grey turn very pale.
Consequently the aircraft was weathered thoroughly through dry-brushing the upper sides and the panel lines with several lighter tones. The green received a treatment with RLM 81(!) and Humbrol 155, esp. around the hot rear end of the afterburner extension, and the grey was lightened with Dark Sea Grey and FS 36231.
The kit also received a light black ink wash in order to emphasize contrasts - most details were painted onto the hull, as I didn't dare a new engraving on the mixed material underground.
After painting was done I could not help but consider the camouflaged Mystère IVN to look like a blown-up Fiat G.91T? Weird how a paint scheme affects perception! To be honest, I don’t find the paint scheme truly sexy, but together with the Belgian cockades and the red 350th Squadron markings the aircraft looks disturbing enough to make you look twice.
The cockpit interior was painted in dark grey, the landing gear wells and other interior surfaces were left in Aluminum.
The red and white wing tip pitots are a nice, colorful detail. I am not certain if these were unique to the IVN prototype, but I adopted them for my service version – and the stripes were taken from real world BAF CF-100s.
Tactical codes were improvised with single letters from TL Modellbau sheets. The squadron marking decals come from a Modeldecal aftermarket sheet (#100), they belong to a Belgian CF-100.
The roundels were partly taken from the same sheet, but also from a TL Modellbau roundels sheet, as the CF-100 insignia were much too large for the relatively compact Mystère IVN.
A messy project, since almost the whole fuselage had to be modified – but worth the effort. The Mystère IVN is a pretty aircraft that unfortunately did not get its chance.
The bright Belgian roundels (esp. those on the wings, with their blue, wide extra ring!) make the aircraft look a bit surreal? Anyway, the NATO camouflage makes the Mystère IVA heritage almost disappear, I guess that the aircraft will confuse a lot of people. ;)