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A Beginners Guide to Aviation Photography

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Thanks to “An Adventure in Awesome” for sharing.  Knowledge without application is meaningless –Thomas Edison

Part one: Some thoughts on Aviation Photography

Troll disclaimer. This is not the only way to photography aircraft and aviation events. This is information that I have learned and what works well for me. My tips and tricks may not work well for you. My goal is to share what I have learned with others. Knowledge without application is meaningless. –Thomas Edison

This is the start of series that would help someone start to shoot aircraft and aviation events more successful. This has been a project I have had in minds for years now. When I first had the idea, I wanted to do it as one lengthy article but never manage to find time to complete it. Now here, it will make a great series, giving me time to figure out topics, how to say as well as find images to support the post.

Tbird waving at Thunder

Before we go any further, there are two things I want to address. First, make sure you RTFM that came with your gear! And for those of you who are unwilling to read, you’re in luck. There is a wonderful website called YouTube where you can search the make and model of your gear and watch a video on how to use it. Before you start shooting anything with your gear, you should have a basic understanding of how to use it. I can’t stress enough how important it is to know how to use your camera and gear properly. Here’s the thing, I’m going to be using some basic terminology of photography like ISO, Shutter/Aperture Priority, F-stops to name a few and I’m not going to define or explain them. These are a few things you should know what they are as well as how to access them on your gear. Just because you own a camera, does not make you a photographer! And second, what gear you should have to shoot aviation events with. For most of us, this is a hobby and we do something else for a living. I know I do not have $10 to $15,000 to drop on gear and tell anyone who want to start shooting aircraft is unrealistic. That is why knowing how to use your gear properly is so important. Yes, having great gear helps but it is absolute useless unless you know how to use it properly. Like anything you buy, you get what you pay for. A $4600 camera body does far more than a $700 one. Buy the best that you can afford, learn to use it properly, find and work around its limits then grow into better gear.

Let me share with you my feelings about Aviation photography and want to get you to start thinking about how you feel about it. When I think about Aviation photography, I don’t think about all the airshows and aviation events I want to attend however I do think about a list of aircraft set in great lighting conditions where I can create unique images. For me, it is a passion. (going to have a future post on Passion and what it means to me) It’s something that if I was told that I could never shoot aircraft and any type of aviation event ever again, I would fight for my life to keep shooting what I love. It is something that I’m never going to stop trying to master. I love being behind my camera making new images as well as being around aircraft of any sort. Warbirds to modern fighters, from helicopters beating the air into submission to spotting airlines at the local airport. If it flies, I want to try a make a great image of it. I also feel that like any other art form, it should be creative and not just documenting aircraft and aviation events. Using elements of design to create visual interest, adjusting my camera setting to get a sense of motions along with telling a story.

Corsair at Thunder

This leads me into my first question for you, “What makes a great image?” I feel it comes down to three things, light, subject and the story behind the image. How well did you capture the light along with what does the image say? I’m no professional but I do know a great image when I see one. And in those images, the photographer mastered the exposure, composition and the image speaks to the viewers. You should not have to explain what the viewer is looking at. Great photos just don’t happen, Photographers work hard to make them. You’re going to have to work hard too. Here’s a helpful tip, collect images from photographer that you like and study they’re work. Collect them from Flicrkr, Instagram, 500pix even from their personal website. Books and magazines are also a great source to find image that you like. Ask yourself how did he or she shoot it? If you have a EXIF viewer and the data was not striped from the image, you can as least know what setting were used. What you will not learn is how they saw the image before they shot it. Your “eye” or creative vision is something that you and you alone must develop and nurture. Looking at photos from other photographers can help train your eye to start to see thing differently. It’s not going to happen overnight and you can read every book on photography about to how do so but it’s not going to matter until you try to put what you read into practice.

Every time I’m out shooting, I see other photographers and I ask myself “What’s going to make my images stand out from theirs?” This is the second question I want you to think about. For me, it forces me to get out of my comfort zone and do something different. Can I shoot from a higher location? How’s the light now V’s later? Go portrait or landscape? Always pushing myself and constantly nurturing my skills. Over the years of shooting, failing and learning, I’ve manage to build a collection of images I can call my own. A set of images that are well exposure, creativity composed and unique to me. Every show and event I go to, I try to add new images to my collection but it does not always happen. This is my approach to Aviation photography, to build over the long haul a set of images unique to me from my mind’s eye and from skills that I learned.

86 at Thunder

On to the last question I would like you to think about is, “What type of Aviation events are you interested in photographing?” There are many to choose from. Airshows, fly-ins, base visits and exercises, museum visits and finally, spotting. All of them offers different perspectives and opportunities to photographing aircraft as well as they have their own unique challenges. I enjoy warbirds and I attend airshows, fly-ins that are mainly cater warbirds as well as visit the museums where they are based. The internet is the best place to find out what is happening and when. Google is your smart friend, used and learn! I will talk more about each type of events in a future post in this series.

The reason why I started with these third questions and not jumping into what’s the appropriate settings and how to pick a show/event is that I wanted to get those deep and untapped juices flowing about how you’re going to approach aviation photography before you start shooting. Along with to get you to start thinking about what is it you’re shooting. Like any other art form, it is a learning process and it going to take time. You’re going screw up shots, use the wrong shutter speed, forget to switch back to your previous settings and totally forget with the sneak pass is coming! There will be plenty missed opportunities to come. It’s just another chance to get it right.

Row of mustang at Thunder

I’m going to cover in future post of this series is the different types of aviation event and what to look for while choosing an event, setting to get results, element of design, panning and spray & pray, chimping and why it helps, getting out of your comfort zone and I will retouch on sorting images.

Part one: Some thoughts on Aviation Photography Troll disclaimer. This is not the only way to photography aircraft and aviation events. This is information that I have learned and what works well for me. My tips and tricks may not work well for you. My goal is to share what I have learned with others. […]

via A Beginners Guide to Aviation Photography — An Adventure in Awesome

Chasing Sunsets

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Sit back and enjoy a few sunsets from around the world 🙂 Hope everyone is having a great week!

Thanks to “traveldlife” for sharing

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21 Interesting Snake Facts That Will Amaze You

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21 Interesting Snake Facts That Will Amaze You — UnprecedentedNow

Source: Fact-Retriever

Snakes. The first thing that comes to mind when we hear this word is that snakes bite and some of them are poisonous as well. But there are so much more to know about these snakes. So here are 21 Interest Snake Facts that will amaze you:

1. Some snakes such as The Hognose, Grass snake and the Spitting Cobra fake death when they feel threatened.  They simply flip into their backs, open their mouths, and flop out their tongues. And then they will let out some smelly stuff from their anal gland. Nobody would want to eat that snake as it becomes extremely dirty and smelly.

2. Snakes that are poisonous have pupils that are shaped like a diamond while snakes that are not poisonous have round pupils.

3. When someone is bit by boomslang snake, what happens next is a bit scary. The venom of the snake destroys the red blood cells of the victim, thus causing to bleed from all the holes of the body such as gums and nose.

4.Ophiophobia or Herpetophobia, the fear of snakes is the second most common phobia in the world. People suffering from this phobia get creeped out by even python-skinned bags.

5. The completely separated head of a dead snake can bite even hours after its death. Since it is dead, it cannot regulate how much venom it is injecting, it can often inject large amounts of venom and thus can be fatal.

6. Some snakes have two heads. The two heads fight for food if while being fed, their vision of each other is not blocked. This is an interesting snake fact.interesting_snake_two_heads

7. Snakes are worshipped in many countries such as Africa, India, Cambodia etc.

8. Each year about 50000 people die from snake bites, but in Australia, which is home to some of the most deadliest snakes, only 5 people die from snake bites in a year.

9. A new and mysterious disease known as ‘mad snake disease’ causes boas and pythons to tie themselves up in knots and maybe it is caused by a rodent virus.

10. When it feels threatened, the Sonoran Coral Snake farts instead of hissing or rattling. This is a really interesting snake fact.

11. Snakes have been known to explode after eating. A 13-foot python exploded after it tried to feast on a 6-foot alligator. The python was found with the alligator’s tail protruding from its midsection. Its head was nowhere to be found.interesting_snake_facts2_poisonous

12. Titanoboa is an extinct species of snake which lived about 60 million years ago is the largest, heaviest as well as longest snake ever discovered.

13. In quite a few Asian countries, it is believed that drinking the blood of snakes, particularly the cobra, increases sexual virility. The blood of snake is drained from a live snake and then it is mixed with liquor. This is a shocking as well as interesting snake fact.

14. Some of the deadliest snakes and highly venomous snakes are : The Big Four (Indian Cobra, Common Krait, Rusell’s Viper, Saw-Scaled Viper), Terciopelo, King Cobra, Many-branded Krait, Malayan krait, Inland Taipan, Eastern Brown Snake, Common Death Adder, Tiger Snake, Green Mambas and True Cobras.

15. The death adder snake has the fastest strike among snakes in the world. It can attack, inject venom, and go back to its striking position within 0.15 seconds.

16. Antartica is the only continent that is devoid of snakes.interesting_snake_facts2_eyes

17. Evey year, bees kill more people than snakes. Now that’s a shocking stat. This is another shocking as well as interesting snake fact.

18. The hedgehog (Erinaceidae), the mongoose (Herpestidae), the honey badger (Mellivora capensis), the secretary bird (Sagittarius serpentarius), and some other birds are known to be immune to snake venom and thus can that feed on snakes.

19. A 30-year old Indian woman from Orissa, who claimed that she had fallen in love with a snake married the snake in 2006.

20. Snakes never stop growing, though it’s growth rate reduces as it’s age increases.

21. There have been cases of death of poisonous snakes after they bit themselves by mistake. This is a really weird fact about snakes.

I hope you guys enjoyed the list and make sure you follow us if you haven’t done that already and share it with your friends or people to share the knowledge.

Do you know of any such interesting snake fact? If it’s a Yes, don’t forget to mention the fact below. We would love to know more facts.

Cheers till our next post! Have a great time guys! 🙂

Do check our other posts: 8 Awesome YouTube Channels That You need to check out! and 15 Incredible Facts about Northeast India

Picture Credits:
http://www.huffingtonpost.com,Pinterest and Factslides

Source: Fact-Retriever

via 21 Interesting Snake Facts That Will Amaze You — UnprecedentedNow

 

Sanctuaries and Sunsets 

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Black Crowned Night Heron

In the afternoon of Easter Sunday, I went to see the birds at the Seaside Seabird Sanctuary again. Here are a few portraits of the resident birds, some of whom by now are old friends, like the Red-Shouldered Hawk, the Great-Horned Owl and his house mate, the Barred Owl.

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The birds that are most represented among the permanent residents are the pelicans, both the White Pelicans and the Brown Pelicans. They tend to get hurt by human activity on the water. This warm day several of them were bathing in the many pools, large and small placed everywhere in their aviaries. Or preening to look their Sunday best.

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My friend the American Oyster Catcher was there too, and appeared to be doing better than last time I saw it.

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On this Sunday, several other birds were visiting their relatives at the sanctuary, like these American Black vultures.

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I also counted more than 50 nests high in the trees around the sanctuary. I believe birds feel this is a protected zone and are confident building nests in the trees around the park. Here a mama pelican peers down from her nest high up in a tall tree, and a Black-Crowned Night Heron nods off at her nest.

mama pelican in the nest 2 ud121

black-crowned night heron sleeping ud121

It was a wonderful, life-affirming visit, as always.

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If only the earth would be a sanctuary for all its inhabitants.

At mid-week, I enjoyed a great sunset walk on the beach with our son, who was on a business trip here on the Gulf coast.

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The sunset was as beautiful as ever. Shore birds were running around at the water’s edge and little sand crabs hurried into their homes for the night.

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sand crab UD121

The sun disappeared into the ocean leaving a soft glow on the skies. I thought about the beautiful Irish blessing “May every sunset hold more peace.”

sunset April 18 16x9 UD121

With that thought I wish you all a wonderful weekend. I will be traveling to spend time with the youngest generation of our family. It always gives me hope. Just like the Osprey chicks.

Source: Sanctuaries and Sunsets. ‹ TINY LESSONS BLOG ‹ Reader — WordPress.com

Why Do Your Wings Have Dihedral? | Boldmethod

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Why Do Your Wings Have Dihedral? – Bothmethod

If you look closely at the wings on most aircraft, they’re tilted up slightly. Why would they ever do that? It’s not because you pulled too many Gs on your last flight. It’s because of a design feature called dihedral.
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First Off, What’s Dihedral?
Dihedral sounds like one of those words you cringed at in math class, but it’s actually pretty simple. Dihedral is the upward angle your aircraft’s wings. Here’s a great example of wing dihedral on a Boeing 777:

boeing-777-dihedral

Why Do You Need Dihedral?

It all comes down to stability. If you didn’t have dihedral, you’d spend more time keeping your wings level. Here’s why:

dihedral-stability
When you bank an airplane, the lift vector tilts in the same direction as the bank. And when that happens, your airplane starts slipping in the same direction, in this case, to the right.

The problem is, if you have a straight-wing aircraft, there’s no force that will bring the airplane back to wings-level flight without you intervening. And while that may be good for an aerobatic aircraft or fighter jet, it’s not something you want in your general aviation aircraft or airliner.
How Dihedral Fixes The Problem

When you add dihedral, you add lateral stability when your aircraft rolls left or right. Here’s how it works: let’s say you’re flying along and you accidentally bump your controls, rolling your plane to the right. When your wings have dihedral, two things happen:

1) First, your airplane starts slipping to the right. That means the relative wind is no longer approaching directly head-on to the aircraft, and instead is approaching slightly from the right. This means that there is a component of the relative wind that is acting inboard against the right wing.
dihedral-overhead
2) Second, because the relative wind has the inboard component, and because the wings are tilted up slightly, a portion of the the relative wind strikes the underside of the low wing, pushing it back up toward wings level. What’s really happening here is the low wing is flying at a higher AOA, and producing slightly more lift.
dihedral-slip-rear
The more dihedral your aircraft has, the more pronounced the effect becomes. But for most aircraft, they only have a few degrees of dihedral, which is just enough to return your wings to level during small disturbances, like turbulence, or bumping your flight controls in the cockpit.
It’s Not All Good News: Dihedral Comes At A Cost

Dihedral isn’t always good, and like almost every design factor, it comes with a cost. In this case, there are two costs: increased drag, and decreased roll rate….

Become a better pilot.
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Source: Why Do Your Wings Have Dihedral? | Boldmethod

The Thunderstorm Threat General Aviation News

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The Thunderstorm Threat

By ED BROTAK

With the onset of warmer weather, pilots face the increased risk of encountering thunderstorms.

Although more common in the warmer months, thunderstorms can occur even in the winter, especially in the southern states. It’s estimated that 100,000 thunderstorms occur in the U.S. each year. Some locations in southwest Florida have 100 storms a year, but thunderstorms do occur in all 50 states.

Thunderstorms are most common in the late afternoon, but can occur at any time of the day.

Technically called convective cells, a thunderstorm can cover an area from 200 to 1,000 square miles. Storms can range in height from 10,000 feet to over 60,000 feet. Individual cells can last from less than a half hour to many hours.

THE DIFFERENT TYPES OF THUNDERSTORMS

There are different types of thunderstorms that develop under different conditions. “Air mass thunderstorms” typically develop in the late afternoon and evening due to the heat of the day. Development tends to be random, but they are more numerous over mountainous terrain. Although relatively weak, they can still pose problems and should be avoided. Fortunately, air mass thunderstorms tend to be slow moving.

Dr. Ed Brotak

A greater threat is posed by organized convection. These are stronger storms that often move quickly, up to 60 mph. They are often associated with fronts, especially ahead of cold fronts.

“Squall lines” form when convective cells develop in a line in response to prevailing atmospheric conditions. The line can extend for tens or even hundreds of miles. Although there are breaks between the cells, circumnavigation or remaining on the ground until the line passes is strongly recommended. Individual storms will die out only to be replaced by new cells, with the whole system lasting for hours.

MINIMIZING THE DANGER

It’s a good time to review the risks thunderstorms pose to aviators and what you can do to minimize the danger.

Many things are happening inside a thunderstorm cloud (cumulonimbus) that they pose a wide variety of threats to aircraft.

Lightning can certainly do some structural damage and affect electrical equipment inside a plane.

Hail, which can grow to the size of softballs, can damage windshields and the exterior of the aircraft. The occurrence of hail indicates sub-freezing temperatures at some height in the cloud.

Even with the warmth of summer, towering thunderstorm clouds easily reach and exceed the freezing level. This also means super-cooled water and the risk of icing is present.

One of the more subtle threats thunderstorms produce is erroneous aneroid altimeter readings due to the rapid pressure changes the storm induces. Readings may be off by 100 feet.

But by far the greatest risk is turbulence. Updrafts and downdrafts within the storm can easily reach 50 mph (73.3 feet per second) and can reach 100 mph (146.6 feet per second). Planes can literally be torn to pieces by the turbulence generated between the up drafts and down drafts.

Even if there is no structural damage to the aircraft, loss of control is a distinct possibility.

And obviously within the cloud, IMC exist and the risk of Controlled Flight into Terrain (CFIT), especially in uneven terrain, is great.

Movement and turbulence of a maturing thunderstorm (FAA graphic).

And keep in mind that convection can develop very quickly. What was VMC everywhere can quickly contain areas of IMC.

TROUBLE ALL AROUND

Dangerous weather conditions are not limited to within the storm cloud itself.

Turbulence above the cloud top can extend upwards for thousands of feet.

Interestingly, the massive core of the storm can actually act as a solid impediment to the prevailing winds, almost like a mountain. Clear Air Turbulence (CAT) can be produced in the air flow downwind of the storm and extend tens of miles.

Beneath the storm cloud base, conditions can also be treacherous. Blinding rain and even hail can extend to the ground. IMC conditions are common.

Extreme downdrafts, called downbursts or microbursts, can occur even without precipitation. Once these downdrafts hit the ground, they can spread out, sometimes for tens of miles, producing strong, shifting winds that can exceed 100 mph, and the dreaded wind shear.

Microbusts can product destructive winds greater than 100 kts. (FAA graphic)

BE PREPARED

Before you start your flight, your preflight weather check, including TAFs and FAs, should highlight any convective problems.

Particularly note any CONVECTIVE SIGMETS, forecasts that warn of dangerous flying conditions due to convection in the next two hours.

But keep in mind, it is impossible to predict exactly when and where thunderstorms will develop in advance. And convection can develop rapidly, sometimes in a matter of minutes.

Closer to takeoff, you can check the latest METARs and PIREPS to see if convection has been reported.

Weather radar is the best tool for locating and tracking thunderstorms. The heavy rainfall rates associated with convection are well depicted as areas of yellow, red, or even purple if hail is present.

Movement and changes in intensity can be determined by tracking storms over time.

Major terminals are well covered by land-based radar. Terminal Doppler Weather Radar can detect thunderstorms and even wind shear near an airport. Larger airports also have specialized wind shear monitoring equipment for the runways. Smaller GA airports are often not as well equipped.

IT’S UP TO YOU

It’s up to the pilot to determine thunderstorm risk. Fortunately with today’s technology, a variety of weather radar products are readily available over the Internet and there are even apps for smartphones.

Always check the time on any radar display you’re checking. Delays due to processing are common. The radar image you’re looking at could be up to 20 minutes old. In fast developing convective situations, that could be crucial.

If your aircraft is equipped with radar, it can be extremely helpful in convective situations. Current radar data is always available, allowing you to detect significant convection 300 nm away.

Source: The Thunderstorm Threat — General Aviation News

When Is a Non Precision Approach a Better Choice Than a Precision Approach Bold Method

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primary

When you’re picking an approach at your destination, you usually go for the precision approaches first. But is there ever a time when shooting a non-precision is better?
There can be, depending the ceiling, visibility, turbulence, ice, and how soon you want to get out of the clouds. But any time you choose a non-precision approach over a precision, you’re also taking on more workload, and opening yourself up to the possibility of a mistake while descending on the approach.
Seeing The Runway Sooner
Let’s look at this example in Olympia, WA. Runway 17 is in use. The visibility is 10SM, and the ceilings are overcast at 700′.
Looking at available approaches, the ILS to 17 is your first pick. But like most ILS approaches, you can also shoot a localizer only approach to runway 17 using this chart.olm-ils
What’s the difference? The ILS gets you down to 218′ above touchdown, and the LOC, which is a non-precision approach, gets you down to 433′ above touchdown.
Since the ceiling is 700′ overcast, both approaches with get you out of the clouds with no problem. But if you fly a localizer only approach, it can get you out of the clouds sooner, depending on your descent rate. Why would you want to do that? It can give you more time to visually orient yourself with the runway and surrounding area. And if you’re getting beat up by turbulence or picking up ice, it can give you, and your passengers, some added relief.
How Much Time Will You Spend In The Soup?
Let’s start with the ILS to 17. If you’re flying a 90 knot approach speed on a 3 degree glideslope, you’ll need to descend at roughly 450 feet-per-minute (FPM) to maintain the glideslope.There’s a pretty easy rule-of-thumb to figure that descent rate out. Divide your ground speed by 2, then add a 0 to the end. So if you take 90 knots / 2, you get 45. Add a zero to the end, and you get 450 FPM.
On this approach, glide slope intercept is at 2400′ MSL. Since TDZE is 207′ MSL, that means you’re roughly 2200′ above the touchdown zone when you intercept glideslope. And since the ceilings are 700′ overcast, you’ll need to descend roughly 1500′ before you break out of the clouds.
That means if you’re descending at 450 FPM on the ILS, it will take you roughly 3 minutes and 20 seconds before you break out of the clouds.
What If You Fly The LOC Only?
Now lets look at the LOC only approach. You know that the MDA of 640′ MSL (433′ above TDZE) is still easily going to get you out of the clouds. And if you increase your descent rate even slightly, it can get you out of the clouds sooner.When you cross the FAF, if you start a descent at 600 FPM, which is still a very reasonable descent rate, it will take you about 2 minutes and 30 seconds before you break out of the clouds. That’s 50 seconds sooner than shooting the ILS.

precision-vs-nonprecision-chart
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Making The Best Choice For Your Approach

In almost all cases, using a precision approach is the best choice. That’s especially true in low visibility. Following the glideslope on a precision approach means you know you’re at the right place, at the right time, all the way to DA/DH.

But if you want to get yourself out of the clouds to get oriented with the runway and surrounding area a little early, or if you’re trying to get yourself out of the clouds when there’s turbulence or ice, using a non-precision can do that for you. Just make sure you’re flying a stable descent, you’re ready to level off at MDA, and you’re prepared to make a stable descent from MDA to touchdown.

 ALL THANKS TO BOTDMETHOD FOR SHARING THIS WITH US

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