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Design 1 in the Preston Bus Station design competition.
To find out more visit: www.lancashire.gov.uk/competition
Design-thinking workshops presented by Puget Sound SIGCHI and IxDA Seattle for the 2012 Seattle Design Festival.
Featuring presenters:
Nikki Pfarr with Waste Not!
Ming-li Chai with Designing for the Future
Joyce Chou with Sensory Deprivation for Breakthrough Innovation
Sponsored by POP
New ideas for package design for a Energy drink.
more designs at theconceptualists
Graphic design by Sepideh Riahi at theconceptualists.
Designed by North 1998
The somewhat mythological RAC guidelines. These intensely detailed and precise guidelines outline the new RAC identity (also by North) established in 1997.
Things I've come to know or stories I've heard:
— 250 copies were produced
— Printed four colour process with six spot colours and two varnishes
— The guidelines took one year to design and produce
— Without substantial experience in large corporate identity programmes (at the time), North simply 'winged it' throughout the identity development. Although:
— A copy of the BMW corporate design guidelines by Zintzmeyer & Lux acted as a primary design reference
— As an example of the rigour undertaken for the programme, tests of the hi-vis clothing designs were conducted by North on a hard shoulder of a highway in wet and windy, low visibility conditions
This is a book design and execution that I created for Susan Kozel's book Closer published by the MIT press.
It was an assignment in a UCLA Design | Media Arts Class. The front portion of the book is comprised of all the text and images, clearly setup into a four row system, which aligns to the four flipbooks at the very back of the book.
After finish building the official alternate design (tow truck and car).. I'm left with a sizable number of parts.
My design works appeared in design book.
I have spent many time with design, and it has been a rich
and rewarding experience for me. My efforts bore fruit at last.
It couldn't be better than this!
In this book, I found many behance friends. also nice works!
Congraturation to me :-)
Product Name : TYPOGRAPHY TODAY
Format:210 X 260 mm / 380 page
publishing company : ART POWER
Last update : 2009.10.29
Designed and folded by me.
Regular colored paper 120g/m2,
A4 square.
I did this one in a flat tesselation manner, but musing with a draft of this piece, I found out it can be transformed in a 3-D knit-like pattern.
Corporate Calender Design by Litmus Branding, India's Branding & Advertising Agency. We also offer Logo Design, Brochure Design, Packaging Design, Corporate Identity Design, Website Design & Development services to clients, across the globe.
Design 2 in the Preston Bus Station design competition.
To find out more visit: www.lancashire.gov.uk/competition
+++ 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 Kawasaki Ki-121 was an experimental fighter aircraft that used a license-built (Kawasaki) DB 601 liquid-cooled engine, the Ha-40, augmented by a turbosupercharger. This was at that time an unusual choice because the majority of Japanese aircraft at that time used air-cooled radial engines.
The Ki-121 was designed by Takeo Doi and his deputy Shin Owada of Kawasaki Aircraft Industries (Kawasaki Kokuki Kogyo K.K.) in 1942, who had already designed the Ki-60 and Ki-61 interceptors in 1940. The emphasis in the requirements was for a high speed and a good rate of climb, along with a cannon armament. This was in due response to a complete change from the usual IJAAF penchant for lightly armed, highly manoeuvrable fighters with lightweight structures, which proved to be unsatisfactory against heavy bombers and their escort fighters.
The first prototype of the Ki-121 emerged in March 1943 as a compact, all metal, stressed skin monoplane, bearing a strong resemblance to the Ki-61. Its tapered wings featured initially square wing tips and were built around a system of three spars; a Warren truss main spar and two auxiliary spars. The rear spar carried the split flaps and long, narrow chord ailerons, while the front spar incorporated the undercarriage pivot points. The undercarriage track was 3 metres (9 ft 10 in). The pilot's seat was mounted over the rear spar, the cockpit sported a bubble canopy, another innovative feature that allowed the pilot excellent view.
The first prototype was powered by an imported DB 601A-1 with a radial compressor, rated at 960 hp. This was soon replaced by an Aichi AE1 Atsuta 12 engine (a license-built, modified version of the DB 601) which was mated with a turbo supercharger, installed on the port fuselage side, right behind the engine block. This new engine put out 1.560 hp and drove a four-bladed propeller. This especially improved performance at greater heights.
Another innovative feature of the Ki-121 was the steam vapour cooling system for its engine, which had been successfully tested in parallel for the heavy Ki-64 fighter on a Ki-61 test bed. The system was installed in the outer wings. It effectively reduced drag and made an external radiator superfluous. The oil cooler was mounted under the engine (the first prototype sported a single radiator bath, which was later replaced by two drum coolers). A total fuel capacity of 550 l (121 Imp gal) was carried in self-sealing fuel tanks in the lower hull and inner wings, which could be augmented by 2 x 200 l (44 Imp gal) drop tanks under wing hardpoints.
The armament consisted of two synchronized, fuselage mounted 12.7 mm calibre Ho-103 machine guns which were set in a "staggered" configuration (the port weapon slightly further forward than that to starboard) just above and behind the engine. In the prototype, one German-made Mauser MG 151/20 20 mm cannon was housed in each wing, just outside of the landing gear wells and the propeller’s radius. The wing hardpoints could, alternatively to the drop tanks, carry a maximum bomb weight of 160kg each or unguided 60 lbs. air-to-air rockets.
From the start of flight testing it became apparent that the original design was seriously flawed in several key areas. The take-off run was unacceptably long, while in flight the aircraft displayed some directional instability, excessively heavy controls and poor control response. The spinning characteristics were described as 'dangerous' and the stalling speed was very high. On the positive side, the re-engined Ki-121 prototype showed an impressive top speed of 640 kilometres per hour (400 mph) and a very good rate of climb. Additionally, the cooling system worked well and reliably, only the oil cooler capacity had to be improved.
As a result the second prototype, which was still being built, was hurriedly modified in an attempt to mitigate some of the more undesirable traits. Some 100 kilograms (220 lb) was removed, primarily by replacing the MG 151 cannons with Ho-5 machine guns and through structural simplifications. The stabilizer areas were tremendously enlarged (both vertical and horizontal fins). Coupled with a slight increase in wing area to 16.80 m² (180.8 ft²) through rounded wing tip extensions this resulted in a slightly lower wing loading and better handling characteristics. Detail changes were also made to airframe sealing and to the contours of the oil cooler air intakes.
Flight tests carried on, and while most shortcomings could be ironed out, the modified prototypes still displayed most of the shortcomings, just to a lesser extent. The supercharged engine also caused teething troubles – maintenance requirements were high. By this time Kawasaki's Ki-100, which had also been designed as a dedicated interceptor as a Ki-61 derivate, was also beginning to show promise and the Koku Hombu selected this type in fulfilment of its requirements.
Nevertheless, the Ki-121 was approved by the Koku Hombu as 'Army Type 6 Fighter' because of its high speed. An order was placed for one additional prototype and eighteen pre-production aircraft with even more enlarged tail fins. These bore the designation Ki-121-I and were named "Hitofuki" (‘gust of wind’ or ‘blast’). A further version with enlarged wing span as a high altitude interceptor, the Ki-121-II, was also in the design stage, but did not become hardware. The use of 2 × 30 mm (1.18 in) Ho-155 cannon in the wings was also envisioned.
The war's soon end however stopped the construction of further planes. The number of prototypes remained two, and twelve Ki-121-I pre-production aircraft with marginal improvements reached frontline squadrons in April 1945. It is not known if the Ki-121 was actively involved in homeland defence, it never received an allied code name - active planes will probably have been mistaken for Ki-61 fighters. Eventually, the Ki-121 did not progress any further. Its place was taken by the less complicated and more promising Ki-100 with a radial engine.
General characteristics:
Crew: 1
Length: 8.90 m (29 ft 2 in)
Wingspan: 10.58 m (34 ft 9 in)
Height: 3.05 m (10 ft 0 in)
Wing area: 16.80 m² (180.8 ft²)
Empty weight: 2.580 kg (5.690 lb)
Max. take-off weight: 3,900 kg (8,600 lb)
Maximum speed: 640 km/h (345 kn, 400 mph) at 7,500 m (24,600 ft)
Range: 950 km (515 nmi, 590 mi)
Service ceiling: 11,500 m (37,730 ft)
Time to 5,000 m altitude: 4 min 47 sec
Engine: 1 supercharged Aichi AE1T Atsuta 12 twelve-cylinder inverted vee liquid-cooled engine, rated at 1,560 hp for take-off, 1,340 hp at 2,100 m and 1,190 hp at 5,800 m.
Armament:
2 × 12.7 mm Ho-103 machine guns, 400 rpg, in the nose
2 × 20 mm Ho-5 cannon, 250 rpg, in the wings
Bombs: 2 × 160 kg (350 lb) bombs or 2 x 200 l (44 Imp gal) drop tanks on underwing hardpoints
The kit and its assembly
In case you are in doubt: this is a whiff! The fictional Ki-121 actually is an Italian Macchi C.205 'Veltro' (an Italeri kit). I settled on this machine since it can easily be mistaken for a Ki-61 – e. g. both planes used the same DB 601 engine, and originally I just wanted to create a colour version in Japanese markings. But with building progress, things turned more and more Frankenstein, so that only hull and wings are original.
Cosmetic surgery and replacement parts include:
● Bubble canopy from an A-1 Skyraider single seater (a bit large, took some putty work…)
● Rear fuselage section was lowered for the new bubble canopy
● Horizontal stabilizers from a DH.88 Comet
● Vertical stabilizer is the tip of a Ju 188 elevator
● New wheels on the original (though reversed) main landing gear struts
● Scratch-built, semi-recessed turbocharger on port side
● Relocating the original air intake to starboard, w/o the sand filter
● For-bladed propeller and spinner from a Spitfire Mk. XVI
● Wing hardpoints (empty, though, for the sake of the plane’s clear lines)
● The original C.205’s radiator bath was omitted
● Flaps were lowered/opened, with some interior details
No dramatic change was intended, since the C.205's lines are pretty elegant and IMHO match Kawasaki’s designs of the era, like the Ki-61 or Ki-64, well. The result is a compact machine, reminiscent of a heavily shrunk Blackburn Firebrand prototype?
Painting
Since the fictional history of the Ki-121 only saw a couple of fighters in uncertain front line use, I settled on a typical late IJAAF livery based on various sources and references: overall blank metal (Testor’s Metallizer Aluminium Plate #1401) with a black anti-glare panel (Humbrol 33), coupled with an improvised, dark green camouflage on the upper surfaces and some colourful squadron markings.
Cockpit interior surfaces were painted in ‘Aodake Iro’, simulated with a base of Aluminium (Humbrol 56) and a coat of translucent blue paint on top of that. The landing gear wells were painted in a mix of Humbrol 225 (Mid Stone) and 155 (Olive Drab), for a greenish tan colour.
Hinomaru and squadron emblems come from the scrap box. The blue markings are fictional, the red dragon head emblems come from an aftermarket decal sheet. They belong to the JASDF 105 Sqn, which flew Ki-61 from Aug.’44-Aug. ’45, so it is IMHO a potential/plausible user for the Ki-121-I. This sentai later switched to F-86D interceptors - and from these machines come the emblems.
Since the improvised camouflage easily chipped/weathered (no primer was applied), a slightly ratty look was intended. Hence, decals were already applied onto the aluminium base coat, after basic markings like the glare panel or the yellow identification marks (with Humbrol 69) on the wings’ leading edges had been painted. Then, Humbrol’s Maskol was dabbed onto certain areas with a toothbrush and a fine, stiff-bristled brush around markings and hinomaru.
On top of that, green mottles and streaks (Humbrol 159, Khaki Drab, as a simultaion of the IJAAF's "A.2 Olive Green" tone) were applied with a small brush. The idea was to create a hand-painted look, with aluminium shimmering through and many extra worn areas that show even more bare metal skin.
After rubbing the Maskol off, the metal surface was sealed with a semi-matte, water-based varnish, while the glare panel remained matte, as well as the propeller (spinner in Red Brown, Humbrol 160, blades in Testor’s ‘Rubber’, #1183). Worn look and details were augmented by a light wash with black ink and some light dry painting, e .g. for exhaust marks and gun smoke residues.
As an addendum...I normally do no update to finished projects, but the Ki-121 deserved one. Somebody mentioned that the canopy (came from a 1:72 Airfix A-1) looked a bit too bulbous for the slender aircraft - and that was right.
It bugged me, so I decided to replace the canopy with a vacu piece which actually belongs to a Hawker Sea Fury (Special Hobby). The shape is similar, but it is shorter and smaller in any dimension.
Blending it into the fuselage without ruining too much of the paintwork was not easy, but worked quite fine.
While the difference is only recognizable at cloe look I think the smaller hood improves the model's overall silhouette considerably?
I also used that opportunity to shoot some (new) beauty pics, which replace the old ones in the "Japanese Whifs" album.
All in all, this small and rather simple model kit was built in a couple of days.
Day 328 [11-24-2016]
A long drive and a good meal. Today I had to wake up early, despite my late night last night, and drive little over three hours to Vermont to visit my aunt, uncle, and cousin. It is so great to be up here again and the meal today was amazing but I am so darn tired. It isn't even night yet. I will have to take a nap. Goodnight world.
I can't wait to see what the next day brings!
The Plaza, A Fairmont Managed Hotel
Fifth Avenue at Central Park South, New York, NY 10019
Flags flying at entrance to the Fairmont Plaza Hotel
--------------------------
The Plaza Hotel in New York City is jointly owned by Elad Properties and Kingdom Holdings, a Saudia Arabia based corporation. It derives its name from the Grand Army Plaza which sits in front of the hotel. It has been managed by Fairmont Hotels & Resorts since 1999.
History of the Plaza from the Fairmont Plaza web site:
The Plaza opened its doors on October 1, 1907, amid a flurry of impressive reports describing it as the greatest hotel in the world. Located at Fifth Avenue and Central Park South, this luxury hotel was constructed in the most fashionable residential section of New York City.
The Plaza was the dream of financier Bernhard Beinecke, hotelier Fred Sterry, and Harry S. Black, President of the Fuller Construction Company. The Fuller Company also built the Pennsylvania Station, the Flatiron Building, R.H. Macy's flagship store on Broadway and 34th Street, the Savoy-Plaza Hotel across Fifth Avenue, the biggest hotel in the world at the time, designed by McKim, Mead & White, and demolished in 1964. In Chicago, Fuller built the Stevens Hotel, designed by Holabird & Roche.
They purchased a 15-year-old hotel of the same name on the site. The three men set out to replace it with what is surely one of the most elegant hotels in the world. Construction of the 19-story building (a skyscraper back then) took two years at a cost of $12 million - an unprecedented sum in those days. The architect was Henry Janeway Hardenbergh. Hardenbergh also designed the Dakota apartments, the Willard Hotel in Washington, D.C. and The Fairmont Copley Plaza Boston, set about his task to provide all the pomp, glory, and opulence of a French chateau. No cost was spared. The largest single order in history for gold-encrusted china was placed with L. Straus & Sons, and no less than 1,650 crystal chandeliers were purchased.
Originally, The Plaza, a Manhattan luxury hotel, served as a residence for wealthy New Yorkers. Mr. and Mrs. Alfred Gwynne Vanderbilt were the first to sign the register. For guests who chose to rent on a nightly basis at the time, this New York City luxury hotel's single rooms started at $2.50 per night.
Kings, presidents, ambassadors, stars of stage, screen and sports, as well as business executives and travellers from all parts of the world have gathered and stayed at The Plaza. The Plaza was so well known that Ernest Hemingway once advised F. Scott Fitzgerald to give his liver to Princeton and his heart to The Plaza.
Although The Plaza appeared fleetingly in earlier films, this Manhattan luxury hotel's true movie debut was in Alfred Hitchcock's 1959 classic North by Northwest - the first time a crew, director and cast assembled on site to make a picture. Before then, movies were shot almost entirely on Hollywood soundstages and rarely on location. The Plaza has provided the location for other motion pictures such as Plaza Suite, The Way We Were, The Great Gatsby, Barefoot in the Park, Funny Girl, Cotton Club, Crocodile Dundee I and II and Home Alone II: Lost In New-York.
Designated a New York City Landmark in 1969, The Plaza is listed on the Register of Historic Places and the only New York City hotel to be designated as a National Historic Landmark.
According to Wikipedia Conrad Hilton bought the Plaza for US$7.4 million in 1943 ($94 million in today's dollars) and spent US$6.0 million ($76.2 million in today's dollars) refurbishing it. The Childs Company, a national restaurant chain which partnered in the development of the neighboring Savoy-Plaza Hotel,(now the site of the General Motors Building), purchased the Plaza Hotel in 1955 for 1,100,000 shares of Childs common stock, valued at approximately $6,325,000 ($51.9 million in today's dollars). Childs subsequently changed its name to Hotel Corporation of America, now known as Sonesta International Hotels Corporation. Donald Trump bought the Plaza for $407.5 million in 1988 ($756 million in today's dollars).
Trump commented on his purchase in a full-page open letter he published in The New York Times: "I haven't purchased a building, I have purchased a masterpiece — the Mona Lisa. For the first time in my life, I have knowingly made a deal that was not economic — for I can never justify the price I paid, no matter how successful the Plaza becomes."
After Trump's divorce from wife Ivana Trump, the Plaza's president, Trump sold the hotel for $325 million in 1995 ($468 million in today's dollars) to Troy Richard Campbell, from New Hampshire. He sold it in 2004 for $675 million ($785 million in today's dollars) to a Manhattan developer, El Ad Properties. El Ad bought the hotel with plans of adding residential and commercial sections. Since The Plaza Hotel is a New York landmark, Tishman Construction Corporation, the construction management company hired to complete the renovations and conversions, had to comply with landmark regulations.
El Ad temporarily closed The Plaza on April 30, 2005, for extensive renovations. The Plaza reopened on March 1, 2008. Today the Plaza offers 282 hotel rooms and 152 private condo hotel units; it is managed by Fairmont Hotels and Resorts. Diamond retailer Lev Leviev put in the first bid for a Plaza apartment at $10 million. In May 2007, a new apartment in the Plaza was sold for a record $50 million, but prices dropped through 2009.
lamphonghat.com/thiet-ke-noi-phong-karaoke-dang-cap-voi-g...
Tiếp tục chuỗi bài viết chia sẻ những mẫu phòng karaoke đẹp vô cùng hấp dẫn. Hôm nay, nội thất Đông Phương muốn gửi đến quý vị độc giả và khách hàng. Những mẫu phòng karaoke gam màu đen trắng sang trọng, đẳng cấp và đầy tinh tế.