The
ISnAP December 2008 Airplane ID Winners!
Comments from the Chair Fellow ISAP Members: Your board and I have concluded, with your input, that it is best that ISAP-IX be placed on temporary hold. In light of the massive economic collapse that has taken place across the planet over the past several months we feel it best that ISAP-IX be rescheduled for late 2009 or early 2010. We almost certainly will hold the event in Seattle, Washington as originally planned. We are facing what we predict will be some very lean financial times ahead for the aerospace community. We think the demand for professional aviation photography services is going to be significantly reduced over the coming months as the ripple effect from the economic downturn is felt not only here in the US, but all other countries in the world. We are concerned that freelance and corporate shooters alike are going to start feeling the financial crunch as the full impact of the downturn begins to soak in. There is a fair chance that ISAP members supported by corporate interests are going to see their travel budgets reduced or completely eliminated. Freelancers almost certainly will be seeing less work and leaner schedules. For those of you who have made plans and commitments already, we apologize. Please understand that we are trying to think of the organization as a whole and that we are making this decision based on what we project will be a difficult year financially for the majority of our members. If you have questions, comments, or concerns, please do not hesitate to e-mail or call me. I'll respond to the best of my ability - but please be patient.
Jay December 2008
We had three correct answers to the challenge in our last issue: Dan Patterson, Hayman Tam, and Jim Murray! Because of his completeness we selected Jim Murray's response to last issue's mystery airplane: The airplane ID is a Caproni Campini N1 (aka CC.2). This Italian proof of concept "Thermojet" or "Motorjet" jet aircraft was an early precursor to jet aviation technology. A conventional reciprocating Isotta-Fraschini radial piston engine drove ducted fan compressors into a series of ring injectors housed in an afterburner style flame chamber. The burning exhaust gas provided the propulsion - though the aircraft could also be flown with the afterburner off. The first flight was in 1940 at Taliedo with a crew of two. Though arguably some may consider it a hybrid, at the time it was thought to be the first operational jet aircraft, though it is now known to have been preceded by the secret German Heinkel He 178 the previous year. Engine designer Secondo Campini (1904-1980) originally sold the Italian Air Ministry on the idea in 1934 by building and demonstrating the engine first on a boat. Then he partnered with Caproni Aircraft Factory for the airframe. Due to many technical and design shortcomings the aircraft ran into serious production delays and and once fielded could only muster a top speed of 202 knots and gulped fuel like crazy. Considered technically as a dead-end design, testing was terminated and the concept was abandoned in 1942. Two prototypes were built (MM 488 shown - note rivet pattern on wing fairing) and also a static fuselage test article. First prototype MM 487 ended up scrapped by the British. No armament or hardpoints on either aircraft. Further dabbling in submarine and autogyro designs, after WW2 Campini moved to the USA and worked on the YB-49 & other military projects. Dimensions: 14.6 x 12.1 x 4.7 (SxLxH) meters (STV). Also of note, the Imperial Japanese Navy are believed to have designed a Campini inspired variant Motorjet powered Yokosuka Ohka 22 suicide bomb which flew in nonoperational testing early in 1945. Photograph was taken at Aeronautical Museum of Vigna di Vallee in Rome. Your next challenge is on the back cover!
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Meet the Members Larry Grace Following the footsteps of two other photographers in the ISAP ranks, Joe Oliva and Jessica Ambats, I am submitting a short “Meet the Members” article about myself. My first memories of photography experience date back to when I was about nine or ten, when I was the family “photographer” – snapping photos of my family during special occasions. My passion for aviation dates back to that same time frame, I enjoyed building and collecting model airplanes. I was immersed in aviation as well as the space program. Upon graduation from High School, I enlisted in the Air Force and it was during that time that I combined my love of photography and aviation – what a great opportunity to capture detailed photos of the aircraft I modeled as a child. After my time in the Air Force, I attended The School of Communication Arts with an emphasis in photography. My career has encompassed working with commercial studios and commercial printers where I worked as staff photographer. My photographic work has appeared in numerous brochures, books, catalogs, websites, and magazines for industries such as high tech, energy, healthcare, travel, real estate, architecture, sports, aviation and children’s playground equipment. Currently I am a Manager in Training for Ritz Cameras in Minneapolis. This affords me the opportunity to work with customers and share my passion for photography My enthusiasm for aviation continues. Highlights include: • Worked on the staff for the visit of the Russian MiG-29 in Minnesota 1992. • Air-To-Air photo of the 934th AWG C-130 flying over Minneapolis. I was honored when SMSgt Sayer of the 934th AES, presented me with a unit coin featuring my air-to-air photograph • Numerous air shows including the 2008 Albuquerque Balloon Fiesta • Member of ISAP since 2005 • Working with the MSP Airport Police on a airport watch program In 2005, I attended my first ISAP symposium in Washington DC. I certainly was a bit apprehensive, wondering and worrying that my photographic skills would not measure up to the many talented members. It was during the bus ride to the December 2008
hotel that I met Jim Koepnick and Bonnie Kratz. That was the start of many wonderful friendships. I second the sentiments of Joe Oliva, in that the member talent within ISAP is tremendous, and I am forever grateful to be a part of such a great organization. I look forward to continued participation in events, and look forward to the next time I have the pleasure of meeting up with each of you. Hoping for a prosperous 2009, and if you are ever in Minneapolis, be sure to give me a call.
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December 2008
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Larry Grace Photography lgrace@mm.com 952-854-8442 • 612-840-3811 cell http://www.larrygrace.com http://www.pbase.com/larrygrace
Larry December 2008
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Wimberley's Wonder Mount by Jay Miller
David and Clay Wimberley's extraordinary but not-often seen "Wimberley mount", better technically described as a gimbal-type tripod head, is a world-beater. It's a crime that more big-lens photographers – particularly those who enjoy taking airplane pictures – don't know about it and use it to their distinct advantage. Chad Slattery, who co-founded ISAP with me in 2000, occasionally undertakes assignments requiring long telephoto lenses. Chad was the first to tell me about the Wimberley’s attributes. After studying the ad promos and deducing that it might be an ideal platform for ground-to-air shots, he bought one and put it to work under his Nikkor 300/2.8. He quickly concluded it was a quantum leap over all the other mounts he had ever used to support long glass. Even in consideration of Chad’s very positive Wimberley review, I didn't belly up to the bar in a big rush. At $465 (the new Version 2, which I am currently using, lists for $595) plus p&h a throw, it was not cheap, and my only long telephoto at the time was a Nikkor 300/2.8 – which I had little trouble handholding when required. More importantly, I had several ball mounts and two of the convenient Manfrotto grip mounts, and I found it hard to believe the Wimberley was that big an improvement. Well, take this horse to water and make him drink… Six months after first hearing from Chad and several months after seeing my first small Wimberley ad in a nature photography magazine, I bit the bullet. Acquisition of a big
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600/4.0 Nikkor lens forced the issue. I called Clay Wimberley, David's son, and gave him my credit card and shipping address. The Wimberley mount had been designed by David Wimberley specifically for the Canon/Nikon 300/2.8 to 600/4.0 series (and longer) lenses. In 1991, after witnessing friend and professional nature photographer Rob Simpson "fumbling with a 600/4.0 on a ball head", David put a dormant mechanical engineering degree to work and drew-up and built the first Wimberley mount. Rob later field-tested the prototype. After several years’ tinkering, David made the production configuration available to working photographers. Today, David and his son run their small Winchester, Virginia company as a partnership. Clay has designed the new and somewhat smaller "Sidekick” — optimized for lighter lenses while interfacing readily with virtually any ball mount — but the primary bread-and-butter remains the original heavy lens design (albeit now in its second completely redesigned iteration). Since the arrival of my first Wimberley (I now have two of the new Wimberley Version 2s) I no longer use any other mount for my long lenses. None holds a candle to David’s unique design. If you want ultimate articulation, extraordinary versatility, ease of operation, a feeling of supreme confidence, and a device strong enough to pound steel spikes into railroad ties, David's mount is the only way to fly. The Wimberley (we’re talking Ver. 2, here) is manufactured of cast aluminum and machined stainless steel and covered with a scratch- and chip-resistant black catalyzed urethane finish. It has two rubber coated high-impact knobs (one for vertical and one for horizontal locking) that are almost as tough as the metal components. It consists of a tilt mechanism and a vertically-adjustable platform permitting perfect center of gravity alignment of a big lens with the tilt axis of the head. Altogether, the mount weighs a very hefty 2.5 pounds. It ain't wimpy! The most important words above are "center of gravity". Just imagine mounting a lens as heavy as a 15-pound 600/4.0 in such a way that you can move it, aim it, and take a picture of a moving object...using just one finger. That's no exaggeration; it works, and it works perfectly every time. Effectively, a big lens – due to David's brilliant design – behaves as if it were weightless. Point the lens, let it go, and it stays where you leave it. Action shots – such as a fighter on takeoff or a helicopter making a high-speed auto-rotation landing – that usually prove very difficult to take with any conventional mount, are almost effortless with the Wimberley. The moving parts of the head allow three functions: (1) sweeping of a lens horizontally (pan); (2) moving a lens vertically (tilt); and (3) height adjustment of the quick-release platform (now an integral part of the design; on the original Wimberley, one had to buy his or her own quick release base or bolt the lens directly to the mounting platform) on which your lens sits.
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The pan and tilt movements are locked and unlocked via a pair of extremely well-designed nylon knobs...which loosen or tighten in as little as five-degrees of rotation. Both knobs are now mounted on the side of the unit. In the first iteration, the azimuth (pan) lock was mounted vertically in the center node of the base. I found the current (new) two-knob arrangement absolutely perfect...providing almost instantaneous release or lock-up. Mounting a lens on the Wimberley — even a big lens — takes less than a minute. A Wimberley-designed (aircraft-grade machined aluminum) quick-release platform accepts any of the standard Arca-Swiss lens plates that most pro-shooters seem to prefer these days. The set-up is a perfect match for either a 300/2.8 or a 600/4.0 – and everything in-between or bigger – making lens mounting or dis -mounting a no-brainer. With the lens in position, it's easy to loosen the quick release platform stub knob and move the lens back-and-forth a bit in order to locate the perfect balance point. Once that's done, and the platform is moved vertically on its slide to achieve the proper center of gravity position, you're in business. The unit is so well built that virtually no maintenance is required. If by some chance something does go awry, however, David has designed everything to be accessible...and repairable. The flat-plate bearings, for instance, are good for many, many years of heavy-duty use. Anything that may some day call it quits can be ordered from Wimberley direct and replaced by the owner; no need to send the entire unit in for repair.
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Though I shoot a lot of air-to-air and conventional static stuff, I truly enjoy spending hours sitting off the end of a runway taking pictures of airplanes at their most vulnerable...during takeoff and landing. During years past, this was almost always a hit-or-miss proposition. Ball mounts offered some opportunity to pan with my moving targets, but rarely were my photos consistently sharp or perfectly framed. Ball flop was always a problem, particularly with heavy lenses, and it was rare that I would have a satisfactory number of usable images after a long day in the sun. With the Wimberley, that is no longer the case. Its extraordinary articulation and the smoothness of its bearing design enables me to pan rapidly and very, very accurately. It's not uncommon to return from a shoot with ninety-five percent of my images usable. No ball mount or hand-held shooting can come close to providing such a high rate of success. When coupled with the current crop of high-speed autofocus and image stabilization/vibration reducton systems (yes, the Wimberley is compatible with these), the Wimberley is the perfect platform for capturing those once-in-a-lifetime pictures we've all hoped-for but rarely obtained. It is ideally suited for aviation and nature photography as, with a tall-enough tripod, it permits neck-strain-free shooting for perfect in-flight/in-motion tracking. It's silent, highly functional, and nearly indestructible. The only complaints I can conjure-up are hardly complaints at all: the Wimberley is indeed large and heavy and not something conveniently stored in your average camera bag. And — though it is not absolutely critical — it helps if the head is level when the mount is in use. If it is not level, when you pan, the horizon does not stay true in the viewfinder. I found, however, that by simply leaving the lens rotation collar loose, this difficulty, as rarely as it is confronted, is easily overcome. So, what else can I say? Easy. If you're a big lens enthusiast…buy a Wimberley and use it. You'll never look at your ball mounts again! Wimberley information can be obtained by calling 540 6652744 or by accessing the company website at www.tripodhead.com. Jay
Photoshop Tip Time Free Floating Panels The interface in Photoshop CS3 focuses on using panels for grouping all of the features that you need. If you prefer a floating panel layout, just click on the panel's tab and drag it outside of the Panel area. This will make it a floating panel. Provided by NAPP (National Association of Photoshop Professionals) ® 2008 Kelby Media Group. .
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Between the Chapel and the Flying Field, this granite marker notes the establishment of the world’s first flying school.
Celebrating the Centennial of Wilbur Wright’s First Flights in Europe 25 September 2008 Dan Patterson Reporting for ISAP on a tour to France to celebrate the Centennial of Wilbur Wright’s First flights in Europe, as well as other aviation sites. Paris, Le Mans, Pau, Normandy. As you know the origins of aviation and successful powered flight have their beginnings in Dayton, Ohio. Orville and Wilbur Wright conceptualized their solutions to manned flight as December 2008
well as constructing their flying machines in Dayton. They felt they needed a remote location to experiment with their machines and went to Kitty Hawk, North Carolina. Once they had flown in 1903 they flew at Huffman Prairie near Dayton and felt they had solved the issues by 1905 in the Flyer III. With that aeroplane they had perfected the art of flying under control, improved their motor and its reliability, flown circuits and figuresof-eight, flown the gas tank dry and set all the records for manned flight. They did not fly again for three years. The Wrights then set about inventing the business of aviation, filing and protecting patents, creating a company and marketing tools as well as the effort of convincing dubious U.S. government officials that they had in fact invented a practical and reusable flying machine. As the American government seemed unwilling to discuss their invention, they began opening talks with foreign entrepreneurs and governments. It became obvious that it would become necessary to have public demonstrations to prove their mastery of flight and to quiet the ongoing criticism from competitors on both sides of the Atlantic. In 1907 they built two identical Flyers based on the 1905 machine, adding a more powerful motor, enlarged fuel capacity and two upright seats (replacing the prone “lie on the wing” configuration). They added improved and more efficient propellers and used a catapult system they devised at Huffman Prairie. One of these was shipped to France and one was retained for a demonstration to the US Army at Ft. Myers near Washington, D.C. Wilbur Wright went to France in May of 1908 and set about assemblin g the Flyer, only to discover that French Customs had treated the shipment very poorly. Many of the wooden pieces were damaged, the magneto for the motor was ruined. He had to rebuild the machine and acquired a magneto from the Nieuport Company. He was given factory space in Le Mans by Leon Bolle, an automotive pioneer in France to make the repairs. The French aviation community; who already assumed they had mastery of the air began to loudly criticize Wilbur through the French press, as the time to re-create the Flyer took much longer than first thought. Wilbur was also badly scalded during a test run of the motor when a radiator hose burst as he was sitting next to the engine. However, as if a script writer was crafting the series of events these served to build the anticipation for the inevitable moment of proof. In early August the Flyer was ready, and transported to the Horse Racing track les Hunaudières, just outside Le
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Mans. Wilbur had built a shed, simple and sturdy, just like those built at Kitty Hawk and Huffman Prairie. He had a cot and a small stove in the back of the hangar, and often walked down the lane to a small Bistro for lunches. The horse track had a small concrete grandstand centered on the home stretch. His shed was just a few yards west of the stands, where the great names of French aviation had gathered to watch what they said publicly would be a spectacular failure. The press reported these statements of Earnest Archdeacon and others referring to the Wrights as “Bluffers”.
one hundred spectators including Archdeacon, Louis Bleriot, Henri Farman and Leon Delagrange as well as the French press who had been keeping the pot boiling. This was contrasted with the taciturn and workmanlike demeanor of Wilbur Wright who did not speak French and was spare with his words anyway.
The interior of the simple wooden shed, almost identical to the Wright buildings at Kitty Hawk and Huffman Prairie. Wilbur lived here with his Flyer during the flights at the horse track. He slpet on a cot in the back of the hangar. Constructed at the end of the grandstand, the Wright Hangar.
Leon Bollee transports the 1908 Flyer to the horse racing track, “les Hunadaires” outside of Le Mans, France. The Flyer had been assembled in Bollee’s factory. Wilbur Wright rides in the back seat.
On August 8, 1908 Wilbur had the Flyer ready and wrote to Orville that "I thought it would be a good thing to do a little something." The grandstand had less than December 2008
In 1909 the demonstration flights moved to Pau in southern France, where the weather was more agreeable for the late winter and early spring months. Wilbur Wright seen here demonstrating his mastery of his craft with a very low pass. Note the amount of cameras in use
The Flyer was hauled to the infield of the track and placed on the launch rail, the 1600 pound weight for the catapult was hauled to the top of the derrick, and Wilbur Wright, who created the pre-flight inspection, once again
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walked around his flying machine. At 6:30 pm local time, he had the props pulled through and started the engine. With the silver propellers drawing circles behind the wings he released the restraining wire and the Wright Flyer . . . flew. The French aviators that had managed to wrestle a flying machine into the air had little if any ability to make a turn and return to the point of take-off. When they did manage a turn it was a skidding sloppy affair that could take miles to accomplish. The track at les Hunaudières is surrounded by trees and as Wilbur approached the first turn there was a collective gasp as the audience expected the worst; based on what they had seen and experienced. Wilbur brought the nose of the Flyer up and made a perfectly coordinated banked turn and continued to fly inside the perimeter of the track, down the back straight, though turns three and four. He went around the track twice and glided the Flyer to a landing, the skids whistling through the grass. The flight lasted about 2 minutes. That event changed the world. Two days later there were thousands in attendance to see the next flights. The French press now reported that the Wrights were in fact the real thing, that they had mastered the air. The new reality of international undersea cables sent the news around the world and Orville and Wilbur Wright became the first international celebrities of the 20th century. About a year ago I was asked to lead a tour to France, from Dayton in August of 2008 to celebrate the Centennial of the events I have just described above. The trip was 10 days and also included Paris, the Loire Valley as well as Pau, where the Wrights went in early 1909 to continue their demonstration flights in southern France where the weather is more accommodating in January through March. While in Paris we visited the Palace of Versailles. I researched for aviation connections wherever we visited and the Palace is the site where the Montgolfier brothers made their first public flights of their hot air balloons. In 1787 during those flights, the American ambassador Benjamin Franklin observed the flights. Near Versailles is the Memorial to the Escadrille de Lafayette, the Americans who flew for France in World War One prior to the American entry into the war in 1917. Ron Dick and I found this Memorial in 2000 during our research and photography trip. This is a place that all Americans should visit in visiting Paris. The large arch is inscribed with the places where the battles were fought, names of the pilots, portraits of George Washington and the Indian Head symbol of the Squadron. Underneath the arch in a semi-circle is a crypt December 2008
where nearly all of the members of the Escadrille are interred. I brought our tour group to this Memorial and we all had a chance to see and reflect on what these men had done. Once we had visited the crypt, we had a small ceremony of remembrance for these Americans who had flown for France and against aggression. I had ordered a large bouquet of white flowers and we placed them on the Squadron Insignia. This out-of-the-way place is unique and is in need of repairs as the Centennial of the First War approaches. The following morning we visited the MusÊe de l'Air et de l'Espace at le Bourget. This is the French National Aviation Museum, and features an unparalleled collection of early aeroplanes and from World War One. This is also the field where Lindbergh landed in 1927; so not an insignificant place to go for aviation history. Following that we headed for Le Mans and the centerpiece of the trip. We were greeted by the organizer of the events in Le Mans, Marc Denoiux at the Monument to the Wrights outside the Cathedral near the center of Le Mans. This was dedicated in 1920 and was largely funded by the citizens of Dayton. The next morning (the 8th of August) he took us to visit the second location that Wilbur used for flights as the crowds became so large that the horse track proved to be too small. This was and still is a French Army artillery training facility. The marker outside the camp was recently restored. It was literally in the middle of a tank battle in 1944 between the advancing 3rd Army of Patton and the retreating German forces, and shows the results of a hit from a German 88mm shell. Ironically the date of 8 August also is remembered as the day that the Americans liberated Le Mans in 1944. Needless to say Americans are well thought of in Le Mans. We also went to a small museum building in the town where the original engine that was built in Dayton by Charlie Taylor, and used by Wilbur to fly one hundred years ago to that day is exhibited. It is shown along with the Coupe de Michelin which Wilbur won in 1908 by flying longer (by hours) than anyone else. Finally we went to les Hunaudières and were hosted to a magnificent luncheon at the clubhouse. The afternoon prior to the moment saw an overflight by the French aerobatic team and a very low pass by an Airbus A380. As the moment approached the crown grew to over 1,000 and our tour was the only group in attendance from the USA and Dayton, Ohio. I was asked to be the official representative and to speak during the ceremonies. My
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high school French suddenly seemed all of the 37 years ago. Marc assured me that he would translate. The late afternoon sun and a sharp breeze made the Stars & Stripes and the French Tri-color snap in the wind. I shared the dais with the US Consulate, The Mayor of Le Mans, The French Senate representative, Marc Denoiux, the grand-nephew of Leon Bollee and a direct descendant of the Marquis de Lafayette. Once again I wondered how a kid from Ohio, who has a lifelong fascination with other sons of Dayton from a century before could end up in this spot, at this time. The speeches were long, and passionate and in French. I have to say here that while felt a bit over whelmed by some of this; I was moved nearly to tears by the respect and honor shown to our group and our nation. Marc had arranged for soloists to sing the national anthems of the USA and France, and they sang the Star Spangled Banner first. I could only think of my Dad who puddles up when ever he hears out national anthem, and try not to loose it. I read a proclamation from the Mayor of Dayton and then had a chance to say a few words. This was off the cuff although I did have a few hours to think about this before the moment. I have to paraphrase myself as this was not written down. I said that “rarely do we have the opportunity to celebrate the thunderclap of history exactly a century after the event, at the time and place of the moment that changed the world. That the flight of that day put Le Mans as well as Dayton, Ohio on the international map and that the events on that day . . . as well as this one a century later have solidified the heritage of friendship between France and the United States”. Later that evening a replic a of the Wright aeroplane was flown at the Le Mans airport and the Centennial had passed. We were treated to one more special event the next morning before heading to the Loire Valley, the Chateaus and the Wine Country. The organizers had assembled an exhibit in a 12th Century Abby about Wilbur Wright and the significance of the events at Le Mans, including a faithfully built replica of the Flyer. Photographs made during the 1908 period were exhibited and used as large display features. The tour headed south and soon we were in the Loire valley. I did some research and did find an aviation connection to the first of the Chateaus we visited, Amboise. This royal chateau was the final home of Leonardo Da Vinci, where he lived for four years until he died. This is where Leonardo worked out many of his December 2008
scientific concepts including gliders, flying machines and parachutes. The small chapel next to the Chateau is where the great man is buried. That was the extent of my research and the rest of the visit here was all about great architecture and wonderful wine. The final part of the tour was to keep going further south across France nearly to the Spanish border. Pau is on the plains of southern France in the shadow of the Pyrenees. This is where the Wrights brought their Flyer and the demonstrations in early 1909.
Legend has it that this is the same country road seen in the archival photo showing the Flyer being transported to the horse track.
At the end of 1908 Wilbur Wright and future students grew impatient as the winter weather was inhibiting the completing of their training. The first three students are Captain Paul Lucas-Girardville (a military representative) and the candidates chosen by l'Aéroclub de France and
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The Weiller Consortium; Paul Tissandier and Charles de Lambert, both from Pau. Paul Tissandier is the son of famous scholar Gaston Tissandier, the inventor of the electric motor for blimps (thanks to him, the first dirigible air balloons appeared in 1883). He and his family had moved to Jurançon, just outside Pau, considering the Béarn climate ideal for his experiments. The tycoon James Gordon-Bennett, founder of The International Herald Tribune, had also chosen to live in Pau where he was active in foxhunting and in hot pursuit of his favourite sport: ballooning.
hangar designed by Wilbur was built in just a few days. On January 17th 1909, the first flying school in the world opened, facing the Pyrenees. We stayed at the Hotel Continental in the center of the old part of Pau. This is also where the French aviator and writer Antoine de Saint Exupéry lived and wrote for part of his life. Near the flying field that the Wrights used and flew for the crowds that included the crowned heads of Europe, a small Chapel has been built that was to commemorate the lives of early aviators who had died in furthering aviations progress. We were hosted by the group who had restored the Chapel which had literally fallen apart. Once again we toasted our hosts and they toasted us, wine before lunch. That evening the Mayor of Pau treated us to a formal reception in the City Council Chamber where there were more official ceremonies and exchange of gifts. Following that she had a dinner for us and city officials that was just beyond belie f.
The same grandstand where the great names of early French aviation watched Wilbur Wright fly on August 8, 1908. The wooden shed that Wilbur used as a hangar was built just at the end of this structure.
At the beginning of the winter of 1908, Tissandier and de Lambert suggested that Wilbur depart Le Mans and head south towards a more suitable climate. As soon as he heard about this, the mayor of Pau, Alfred de Lassence, offered hundreds of acres at "la Lande du PontLong" (flat pasture land on the outskirts of Pau). A
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The door to the restored Chapel dedicated to early aviators
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The aeroplane motor built by Charley Taylor and the Wrights at the Wright Cycle Shop in Dayton, Ohio. One of the last engines built by the three men who pioneered aviation.
A period weather vane featuring a Wright Flyer on exhibit at the Abbey Show.
A large photo mural of the crowds in the grandstand at Le Mans, an exact replica of the Wright 1908 Flyer in the background. The Flyer hangs in a 12th Century Abbey December 2008
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After some brief words of remembrance for aviators who have permanently left us, we laid a bouquet of white flowers on the squadron insignia at the Memorial to the Lafayette Escadrille outside of Paris.
Dayton resident Ernie Sheeler with the Vice-Mayor of Pau. Ernie and his wife live in an exact replica of the original Wright house in West Dayton.
The group from Dayton along side the Monument to Wilbur Wright, which was damaged in a WWII tank battle
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In a quiet park near Versailles, this memorial for and about Americans is a must visit.
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The look alike Flyer at Le Mans Beneath the arched memorial, the crypt where the American men who flew for France and freedom are interred. Some of the great names of early military flying are buried here. Raoul Lufberry, Norman Prince and Kiffin Rockwell to name a few.
Only Wright Flyer cast shadows that appear like these.
Flyover by the French Air Force aerobatic team. December 2008
A detail of the fabric covering.
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Flyer replica
The interior of the Memorial Chapel to aviators.
The original Wright 1908 motor December 2008
The Dayton group gathers around the memorial to Wilbur Wright.
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The certificates designed to commemorate the centennial of flight in France
This museum features the world’s best collection of early aircraft
Prior to leaving Paris we visited the French National Aviation Museum at le Bourget. December 2008
I have had a chance to reflect on this unique trip and the events that we were made a part of and have come to several revelations. First, that aviation and the associated communities that circulate around flight cross over nearly all boundaries and the shared passion equalizes all language and cultural differences. That includes our chosen profession, as photographers. Second, that the legacy of the Wrights is far more revered in France than the USA and disturbingly much more than in Dayton, Ohio where they lived and created flight. Third, that France is a stunningly beautiful country and is populated by people who are the same as we are. The politics of the past few years on both sides of the Atlantic are offensive.
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Mini-ISAP at the Albuquerque Balloon Fiesta
John Sepp reaction… Photos© by Larry Grace
To chimp or shoot, that is the question…
Here's some of the fun you missed at this year Balloon Fiesta! For nine days every October, the New Mexico skies are filled with color as hundreds of balloons lift off from Balloon Fiesta Park. Nothing rivals the power of the Mass Ascension on crisp early mornings as these graceful giants leave the ground bringing the Albuquerque sky to life with brilliant colors. The Albuquerque International Balloon Fiesta is a pilgrimage. The 2009 Albuquerque International Balloon Fiesta will take place October 3 - 11, 2009. (ISAP members make plans to be there next year!) It was a sight to see hundreds of balloons in flight, plus to be able to take a flight in one. A BIG thank you to Kathie Leyendecker and her staff. Here's a link to images taken at this year's Albuquerque Balloon Fiesta. http://www.pbase.com/larrygrace/balloon_fiesta
Larry
Marketplace Got anything you want to sell or trade? Here’s your chance! Just drop the editor a email at viggenja37@sbcglobal.net .
John Sepp in action… December 2008
Do any of you folks know of aero photographers D. Davidson or M.J. Kaciuba? Looking for contact info if they are still alive, or information that they are deceased. Appear to have been actively shooting at military bases in the 1970s. Thanks! Brian Nicklas bnicklas109@yahoo.com
The ISnAP - The International Society for Aviation Photography http://www.aviationphotographers.org
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ISnAP Sponsors (in alphabetical order):
Canon USA http://www.usa.canon.com
Air & Space Smithsonian http://www.airspacemag.com
Delkin Devices http://www.delkin.com
Aircraft Owners & Pilots Association http://www.aopa.org
Lockheed Martin Aeronautics Company http://www.lockheedmartin.com
Boeing
Nikon USA
http://www.boeing.com
http://www.nikonusa.com
December 2008
The ISnAP - The International Society for Aviation Photography http://www.aviationphotographers.org
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Events of Interest January 2009
April 2009 11 Apr Bluebonnet Air Show Burnet, TX, USA
10-11 Jan Cable Air Show http://www.cableairport.com/airfair Cable Airport, Upland, CA, USA February 2009 21 Feb Valkaria Air Fest Valkaria, FL, USA 21-22 Feb Yukon Rendezvous' Sourdough Air Display Whitehorse, Yukon, Canada 28 Feb / 01 Mar Wings Over Miami Museum Airshow Kendall-Tamiami Airport, Miami, FL, USA March 2009 13-15 Mar Tico Warbird Air Show Space Coast Regional Airport, Titusville, FL, USA
21-26 Apr Sun'n Fun Fly-In http://www.sun-n-fun.org/content/ Lakeland Linder Regional Airport, Lakeland, FL, USA
14 Mar Heroes Take Flight Fly -in Auburn, Opelika, AL, USA
25-26 Apr Wings Over Wayne Seymour-Johnson AFB Goldsboro, NC, USA
21-22 Mar Thunder in the Valley Air Show Columbus, GA, USA
May 2009 02 May MCAS Yuma Air Show MCAS Yuma, AZ, USA
28 Mar Riverside Airshow Riverside Municipal Airport, Riverside, CA, USA December 2008
03 May Abingdon Air & Country Show Abingdon, Oxfordshire, UK
The ISnAP - The International Society for Aviation Photography http://www.aviationphotographers.org
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Events of Interest 12-14 May EBACE 2009 Geneva, Switzerland 16 May 5th Texel Taildragger & Old Timer Fly-in Texel Airport, Netherlands 17 May Spring Air Show Duxford, Cambridgeshire, UK 20 May TLP - Spottersday Florennes, Belgium 21-23 May Heli Russia 2009 Crocus Expo, Moscow, Russia 21-24 May Chipmeet 2009 Zoersel, Oostmalle, Belgium
30-31 May Västerås Flygmuseum Roll Out http://www.flygmuseum.com/ Stockholm-Västerås, Sweden June 2009 01 Jun Oostwold Air Show 2009 Oostwold Airport, Oostwold, Netherlands 05-07 Jun Meeting de l'air Cazaux, France 06-07 Jun Meeting Aérien de l'EA -ALAT et l'EFA Le Luc / Le Cannet, France 13-14 Jun Meeting de l'air Tours-St.Symphorien, France 14 Jun Cosford Air Show RAF Cosford, Shropshire, UK
23-24 May Bulgarian International Air Fest ‘09 http://www.airshow-bg.com Plovdiv, Krumovo, Bulgaria 24 May Volkel in de wolken Volkel city, Netherlands
19-20 Jun Koninklijke Luchtmacht Open Dagen Volkel AB, Netherlands 20 Jun Walney Air Show Walney Island, Cumbria, UK
24-25 May Southend Air Show Southend-on-Sea, Essex, UK
December 2008
15-21 Jun Paris Air Show 2009 Le Bourget, France
21 Jun Ursel Avia Show Ursel, Belgium
The ISnAP - The International Society for Aviation Photography http://www.aviationphotographers.org
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Seattle Area Museums Air Station Flying Museum Arlington Airport 18008 59th Drive NE Seattle, Washington (360) 403-9352
McChord Air Museum www.mcchordairmuseum.org McChord Air Force Base Lakewood., Washington 98108 (253) 982-2485
Future of Flight
The Museum of Flight
www.futureofflight.org 8415 Paine Field Blvd. Mukilteo, Washington 98275 (425) 438-8100
www.museumofflight.org 9404 East Marginal Way South Seattle, Washington 98108-4097 (206) 764-5720
Flying Heritage Collection www.flyingheritage.com 3407 Paine Field Blvd. Everett, Washington 98204 (206) 342-4242
The Museum of Flight Restoration Center www.museumofflight.org 2909 100th St. SW Everett, Washington 98204 (425) 745-5150
Legend Flyers www.stormbirds.com 10728 36th Place West building 221, bay 3 Everett, Washington 98204 (425) 290-7878 December 2008
Olympic Flight Museum www.olympicflightmuseum.com 7637 Old Highway 99 SE Olympia., Washington 98501 (360) 705-3925
The ISnAP - The International Society for Aviation Photography http://www.aviationphotographers.org
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Evergreen Aviation $ Space Museum www.sprucegoose.org 500 NE Captain Michael King Smith Way McMinnville, Oregon 97128 (503) 434-4068
ISAP Award of Excellence Honoring a Lifetime of Outstanding Contributions to Aviation Photography
Pearson Air Museum www.pearsonairmuseum.org 1115 East 5th Vancouver., Washington 98661 (360) 694-7026
Tillamook Air Museum www.tillamookair.com 6030 Hangar Road Tillamook, Oregon 97141 (503) 842-1130 December 2008
Whether making, supporting, or publishing aviation imagery, one individual can have a profound impact on the profession. The International Society for Aviation Photography Award Of Excellence recognizes outstanding individuals whose inventiveness and dedication to the field throughout their careers has improved our profession and positively influenced others. Eligibility Requirements - Candidates for this award are living or deceased professionals in the fields of photography, publishing, aviation, or space technology, whose life-long careers have had a significant impact on photography of aviation or space subjects. These individuals have proven to be role models and have inspired inventiveness in others. Selection Process - ISAP invites all members to nominate a candidate for the Award Of Excellence. Nominations open annually on July 1 and close on September 30 and should be directed to the Secretary electronically or by letter. Nominations should clearly describe the nominee’s positive contributions to aviation photography. A panel consisting of ISAP officers and the Board of Directors will review the nominations and submit three nominees to the general membership no later than October 31. Any ISAP officer or Director who is nominated will be recused from further participation. No campaign may be undertaken in support of any nominee. Members will submit votes electronically to the Secretary no later than November 30; if the Secretary has been nominated, a non-nominated Board member will be designated to receive ballots. The Board will ratify the winner, who will be notified by the Chairman by December 31 and honored at ISAP’s annual awards celebration the following spring. It is not mandated that this award be presented every year. The Award - The recipient shall receive an engraved award; lifetime membership in ISAP; and complimentary registration for the recipient and spouse or guest for the ISAP annual symposium at which the award is presented.
The ISnAP - The International Society for Aviation Photography http://www.aviationphotographers.org
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Code of Ethics
http://aviationphotographers.org
Membership Since 2001, ISAP has grown to over 400 members representing some twenty countries. We have successfully filed and received a 501 (c) (3) as a tax-exempt status. Our new "official" name is now International Society for Aviation Photography, Inc. The board also determined that ISAP membership will be viewed as a privilege. Accordingly, along with membership comes a responsibility to fellow members. The board has created three types of membership: Full-time professional, Part-time professional, and Associate. All member types will share, educate, and network with each other to continually improve the skills and knowledge base of ISAP as a whole. ISAP, it is hoped, will quickly become a professional organization held in high esteem by the aviation industry.
Each member is required to sign a code of ethics, which states I agree to abide by the ISAP Code of Ethics and pledge to honor the highest level of professionalism and conduct, with honesty and integrity at all times. I will familiarize myself with the rules and regulations of any facility that I visit and abide by them to uphold and dignify the reputation of ISAP and refrain from conduct that could harm any future opportunities for other ISAP members. I will treat others with courtesy and exercise good judgment in my actions. I agree to share my knowledge and skills with my fellow ISAP members to help increase the level of ISAP’s reputable knowledge base. If I breach any part of the ISAP Code of Ethics, my membership may be restricted or terminated by the Board of Directors. Adult 1 Year, $35.00 For any questions or problems with your membership application/renewal, please contact : av-membership@aviationphotographers.org
Membership Types • • •
Pro Full – Full Time Professional Photographers Pro Part – Part Time Professional Photographers Assoc – Aviation Photography Enthusiasts
Photo© by Larry Grace
Membership Benefits Becoming an "active" member of ISAP by signing and committing to the Code of Ethics and paying your annual dues allows you to: • Access the "members only" area of the web site. • Present your Portfolio to prospective clients via the ISAP Gallery. • Network and mentor with some of the finest aviation photographers in the world. • Carry the ISAP Membership Card which is fast becoming a recognized "icon" in the industry. • Active Membership is a requirement for attendance to the outstanding Annual Symposiums! Photo© by Claes Axstå December 2008
The ISnAP - The International Society for Aviation Photography http://www.aviationphotographers.org
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The
ISnAP ISAP Chairman of the Board – Jay Miller aerofax@sbcglobal.net ISAP Board Vice Chair – Chad Slattery chadslattery@earthlink.net ISAP Board Member - Paul Bowen bowen@airtoair.net ISAP Board Member - David Carlson dcarlson@cusa.cannon.com ISAP Board Member – Denny Lombard dennylombard@roadrunner.com ISAP Board Member - Russell Munson higheye@aol.com ISAP Board Member - A lbert Ross alross@sbcglobal.net ISAP Board Member - Eric Schulzinger eric.schulzinger@lmco.com ISAP Board Member - Caroline Sheen csheen@si.edu ISAP Board Member - Katsuhiko Tokunaga tokunaga@dact.co.jp ISAP Membership Coordinator - Larry Grace lgrace@mm.com ISAP Treasurer - Bonnie (Bartel) Kratz photobonnie@execpc.com ISAP Web Site Manager - Michele Peterson websupport@aviationphotographers.org ISAP Field Trip Coordinator -Richard VanderMuelen richardvm@aol.com ISAP Speaker Coordinator - Andy Wolfe ISnAP Editor - Frank Landrus viggenja37@sbcglobal.net The ISnAP is a monthly publication of the International Society for Aviation Photography and is used to communicate news, functions, convention information, and other events or items of interest on the local, regional, and national scenes. The views and opinions expressed in this newsletter are those of the authors and should not be cons trued as the views or opinions of International Society for Aviation Photography. Deadline for submissions to The ISnAP is the 25th of the month prior to month of issue. Please submit as a WORD text file as an attachment via email to your editor.
It's "Airplane ID" time! Here's your next challenge. This little jewel sits in a museum in Denmark.
Photo © by Jay Miller
December 2008
The ISnAP - The International Society for Aviation Photography http://www.aviationphotographers.org
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