Tag Archives: aircraft

Parallax Preferences

This post is really a question about what people like in an image and what they are prepared to tolerate.  I was at Concrete for the vintage aircraft fly-in up there a while back.  This is an event where you get to be very close to the aircraft.  I was able to experiment with shutter speeds that were very low to get lots of prop blur.  Because the planes are so close, you are not using a long lens and so the low shutter speeds are less likely to cause a problem with camera shake.

However, another problem comes to the fore.  Since you are so close, using a low shutter speed and photographing something that is moving past you, you get parallax issues with sharpness on the plane.  The different parts of the plane are moving at different speeds relative to you as it passes so, if one part of the plane is sharp, another part is unlikely to be so.  The question is, what is acceptable.

I have spoken to friends about this in the past.  One or two of them have expressed their unhappiness with having a blurry part of the airframe.  Others prefer the blur this allows to the background to emphasize the speed.  Some are most bothered about the amount of blur on the prop.

My first instinct with a shot is whether the nose is sharp.  For me this is a bit like whether the eye is sharp on a wildlife shot.  If the nose is sharp, I can tolerate a blurry back end.  But, when the plane is going away from you, the tail is more prominent in the view.  In this case, is it better to have the tail sharp than the nose since the blur of the backend will be the thing you see first and will drive your first impression of the image.  I would really like to know what people prefer.

If You Want Shocks, You Don’t Need Fast Jets

Every once in a while, when photographing a fast jet at transonic speeds, you might get something in the background that allows the diffraction caused by the formation of shockwaves to be visualized.  I have posted about that here.  I was in Vancouver and shooting the floatplanes taking off from the harbor (since it is a Canadian harbor, perhaps I should write harbour).  As I was looking through the images zoomed in to check on sharpness, I realized that there was a visual effect of a similar nature.  (If you think this is a Schlieren effect, it is not.  That is a technique that involves a certain type of lighting to show the density differences but should not be applied to every time you see it in the wild.)

I don’t know whether what is showing up is the result of shocks forming on the props as they spin rapidly or just the tip vortices causing a similar effect.  You can often see diffraction in trailing vortices.  Whatever the reason, as you look above the aircraft at the patterns of structures on the shoreline beyond, you can clearly see some interesting effects.  Since the props are spinning fast and there is an overlap of the wakes from each pass of a blade, the shapes are rather complex.  Now I know that this is a thing, I might be tempted to take a longer lens and see what I can get in more detail of this interesting visual effect.

A Primer 747 Really Catches the Sun

A primer finish on a jet looks a lot more dramatic in sunny conditions.  The green finish of the protective film is quite reflective so the sun really makes the plane shine.  This 747-8F freighter was carrying out some production test flying from Everett during a visit.  I was getting ready to leave when it came in so I got a bunch of shots.  As I was driving away, I heard the sound of a jet and it turned out the plane had landed, turned around and taken off in the opposite direction.

I was a bit annoyed as I saw it climb and turn pretty sharply – I assume it was lightly loaded.  Then it became apparent it was going to make a teardrop turn and come back in to land again.  Since I was now on the road home, I pulled off into a parking lot somewhere close to the line of the approach path and got the camera back out.  Into view it came and flew across right ahead of me.  I got a few extra shots.  Not the dramatic climbing turn but still a nice to have addition.

Return to Evergreen

I have made one previous visit to the Evergreen Aviation Museum in McMinnville Oregon.  That was probably ten years ago.  I was in Portland for the morning Open House at the ANG unit so, having gone that far, I decided to go to the museum to see what had changed.  I underestimated a couple of things.  One, McMinnville is a bit further from Portland than I thought it was so it took about an hour to get there and that hour was also going to be added to my return journey.  Also, a lot of things have changed so I was going to spend more time there than I thought.  I was not getting home early that evening!

When I last went, one building housed the exhibits and a second was being built.  It was close to completion and they were talking of space exhibits and, hopefully, a Space Shuttle.  That didn’t work out but now there is certainly a lot more to see.  There are two main exhibition buildings – pre-Vietnam and post-Vietnam eras – housing civilian and military exhibits.  There is also a theater building.  None of this includes the water park that is close by.

The amount of space means that the exhibits are not crammed upon each other although some areas are a little more cramped than others.  Some helicopters that I rather liked were jammed together.  There is a shortage of space I guess, though, because lots of exhibits are outside and there are a few still scattered around the parking lot awaiting restoration.  That is not a criticism though.  The museum has plenty of great stuff to see (although the Beech Starship was in the parking lot last time I was there and still is, looking a little more forlorn now than it did then).

If I were to try and pick out highlights, it would be tricky.  The Spruce Goose is the main feature of the original building and it still dominates things there.  Indeed, it is so large that, at times, you actually forget it is there because it either is way above you or it fills the view becoming invisible in the process.  The SR-71 is a delight to see at any time and the way that one engine pod is opened up is a nice touch and gives a good idea of the installation for a unique engine.

The rockets and missiles are well displayed and I shall come back to them in another post.  Some of the aircraft are painted up in unusual schemes although these are not always original to the airframe on display.  Even so, they are a change from what you might normally see.  Having a 747-100 parked outside the front of the museum is a nice touch too – a reminder of Evergreen’s operations before the airline went bust.

I only had a couple of hours so I was in a bit of a hurry working my way around but this is definitely a place that you could spend a lot of time.  The journey there is long enough to make doing so something that you should really plan for.  I saw plenty that I had seen before but plenty that was either not there or was not displayed in the same way.  If you are in the vicinity, make a trip to McMinnville.

Easy to Guess Who You Work For

At was at BFI awaiting the arrival of something and I was checking FlightRadar24 to see what was coming in.  I saw a Learjet 60 on the screen south of SeaTac and tapped on it.  As soon as I saw the flight path, it was clear who the jet belonged to.  The shot below was what I saw and the repeated patterns around SeaTac suggested it was an FAA aircraft undertaking calibration flights for the airport instrumentation.

I stopped thinking about it for a while until I saw a jet appear on the approach to BFI that I hadn’t been aware of.  Sure enough, it was the FAA Lear 60.  They plonked it down right on the keys and quickly exited to the FBO.  I imagine that flying repeated sequences of approaches is not the most exciting way to spend the day so they were glad of the break.

Floatplane Fest

I was in Vancouver for a few days for work and I managed to catch up with my buddy Mark when I arrived.  He suggested to me a good opportunity for shooting the floatplanes is at the end of the day from Brockton Point in Stanley Park.  I had only shot them from the shore near the convention center (other than an opportunist shot or two while walking in the park and that doesn’t count) so I was interested to see how this location worked out.  I managed to get out of work at a good time one evening and the weather was looking very nice so it was off to the park for me.

This location is a lot of fun.  In the evening, the light is well positioned and, at this time of year, the sun is lower and the light is nice and just gets better and better as the evening sets in.  The aircraft were arriving from the east so they were very distant but it is the departures that we were after.  The planes head along the shore from the base and then turn towards you and start their run.  Often, they are pointing straight at you for a while.

Depending on the type and the pilot, they can climb steeply or can keep it nice and low as they come by.  Sometimes, there might be a boat on their preferred take off run and, since they have to divert to one side which can result in a nice turn back towards you as they round the point and head to Lion’s Gate.  The Otters are the most common type with the Beavers coming second.  There are still some Twin Otters but they are a lot less common than they used to be so they end up being more interesting when they show up.  How can it be that I get complacent about seeing Otters on floats?  (The fact we have them in Seattle too probably doesn’t help!)

Mark certainly called this one correctly.  Brockton Point is a nice place to hang out on a sunny fall evening in any circumstances but the addition of a steady stream of floatplanes to this makes for a wonderful combination is you are someone like me.  What’s more, it is a reliable option.  Until the winter light stops flying at the end of the afternoon, you have scheduled departures to rely on so this is not a case of turning up in the hope of seeing something.  You will definitely get plenty of planes.

A Surprise Appearance of This Two-Seater

Paine Field is the home of Paul Allen’s collection which includes a MiG29UB.  I had seen it being dragged around the airport once but had never seen it fly.  I was there to catch the Catfish, as described in this post, when a loud engine noise came from the right.  I hadn’t been paying attention but, when the MiG taxied towards us, I certainly did.  It came right by where I was and then held at the end of the runway before lining up and departing – sadly in dry power only.  It was a bit far away and the heat haze was bad but who wouldn’t take a shot anyway?

787 Development Jets

Two versions of the Boeing 787 have been in service for a while.  However, development activities continue.  The 787-10 is still undergoing flight test but work also continues on the older jets.  Some of this is also related to the Dash 10.  I had a post on my first encounter with the 787-10 which I wrote about here.  I have since come across another of the test aircraft.  This one is plain white and doesn’t benefit from the nice house colors that Boeing has.

Meanwhile, one of the 787-8 test aircraft has recently been testing the newest version of the Rolls Royce Trent 1000.  I saw this engine when it was being tested on Rolls’ testbed in Tucson and that was in this post.  Now it has been fitted to its intended platform and is undergoing trials.  These have included lengthy flights around the US including one in which they traced out the planform of the aircraft across multiple states.  If you are going to go flying for 18 hours, you might as well find a way to have fun with it.  The aircraft is carrying the same logo on the engine nacelle that was on the testbed.  Hopefully, the delayed upgraded engine will soon be in service, not just on the Dash 10 but also on the other variants.

T-45 Nose Gear Door Sequencing

With a title like that, who could resist reading this one!  The T-45 is a plane I have a close affinity with.  It was my involvement with the project that first brought me to work in the US and it is responsible for me meeting Nancy.  Aside from that, I got quite involved in many aspects of the plane’s design so feel like I know it quite well.  It did not have a smooth entry to service and went through a multitude of upgrades prior to being accepted in to service.  One of the lesser known items was the nose gear doors.

These were lumped in to a bunch of issues relating to directional stability.  The front fuselage of the T-45 is considerably deeper than the original Hawk but the design originally had the same fin and actually lost the ventral fins that were either side of the airbrake on the original.  Directional control was enhanced by adding a fin cap, modifying the rudder design and adding a new ventral fin on the arrestor hook fairing.  One other change was made too.

The carrier launch requirements meant the simple nose gear was replaced with a far chunkier assembly with dual wheels and the catapult launch bar, all of which was beefier enough to take the catapult launch loads.  Covering this all up were big nose gear doors.  These were originally either open or closed.  If you look at the doors, you can see they are like adding large fins to the front fuselage.  This is very destabilizing.  The rear doors must stay open when the gear is down but the front doors were rescheduled to close again once the gear was down, making a substantial difference in directional stability.  They have to open while the gear is transitioning and stability is reduced during this phase but it doesn’t last long.  However, if you watch the retraction and extension sequence, you get a brief glimpse at how big these doors really are.  From what I understand, a similar issue affected the F-35 and only the first airframe, AA-1, had the old single huge gear door.

Stirring Spitfire Performance

In my younger days, I was all about modern aircraft and didn’t have much interest in warbirds.  Over time and having been involved with a number of groups that operate these aircraft, I have grown far more interested.  Being in the US, you get a lot of American vintage aircraft to see.  In the UK I might not have been so bothered about Spitfires but, now I see them less often, they have become of greater interest.

The later model Spitfires seem less graceful to me but the earlier models have a simpler and more elegant appearance.  This one was carrying out some flybys at Paine Field during the Open Day.  The rumble of the Merlin is well known and common to the P-51s.  The line of the Spitfire is unique, though, and seeing it swooping by was really quite exciting.  What a great looking aircraft.