TVRPhotography – If it moves, Shoot It!
It’s that thing we do when we’d rather be out shooting. First you dive into the really cool shots you created editing the best of the best to share with the world. Then you take a wee bit more time to scour through the thousands of rejects to find the obvious winners only to go through them all one more time to single out those with potential. Once everything has been separated, the editing and archiving process begins. But it shouldn’t end there.
All those supposed rejects that we hold onto for that ‘just in case’ scenario still need a little love. This is where I hope I can help.
Everyone’s archiving techniques are different and none of them are wrong so long as you are able to find what you’re looking for quickly and efficiently. If that’s not the case, maybe my system can offer a few ideas.
My system is very simple. I archive my digital images the same way I archive my slides and negatives. I never lose touch of the original file or frame number. A photo of an A380 taken at Airventure in 2011 will look just like this:
It denotes the location; Oshkosh, the year; 2011, the subject; A380, and the original file name assigned to it by the camera; 1234. I can even add a few more descriptive notes to the file name such as manufacturer or another aircraft that may also be in the image, such as an Airbus A330. It would look something like this:
Why might I choose to be more descriptive with a file name? A little thing called SEO is reason enough for me. Search Engine Optimization is the core tool used by Google, Yahoo, Bing and other companies to find appropriate images, links, websites and more. The more descriptive I can be in the file name, the better chance I have of my images showing up in a consumer search. It goes without saying Metadata and Keywording is also extremely important, but I’ll save that for later.
Now that you have a library of edited images with keywords built right into the file name, searching for the appropriate shot should go a lot quicker.
But what about all those rejects? Same thing. Before I even begin editing photos, I batch rename everything! I personally use Adobe Bridge, but this can be done in Lightroom as well as Aperture. Batch renaming will allow you to search your entire hard drive, whether the images have been edited or not, for that perfect image for which the client is seeking but may have not seemed relevant at the time.
I don’t often share my Apple Store experiences with anyone outside Apple even though I regularly have some pretty amazing interactions with customers. Quite frankly, with Apple’s intense secrecy I’m not sure I’m allowed to, but it would be a shame not tell this story.
Although this may seem like another Apple Feel-good saga, and in a way it is, if you’re reading this blog for photography related material, you’re still in the right place. Hang in there, it will all come together.
Wandering through a sea of aluminum computers and solid wood tables, an elderly couple attempted to interact with these relatively alien devices. The husband appeared a little more lost than his wife, but that was only because she was the one who had an interest in a new computer. He couldn’t care less.
She and I talked for a bit while her frail husband continued to meander around the store. Another staff member brought out the desktop computer she wanted along with all of her fun accessories. We unpacked the computer together and with the help of another Apple associate, began the process of setting up the basics and making the computer her own.
Her husband sat down at the same table but at a distance and alone, still appearing lost as he curiously watched other people in the store. I moved a bit closer to him and began a completely unrelated conversation so as to occupy a bit of his time and not make him feel ignored. We got onto the topic of how computer savvy younger kids are today and how quickly they pick up on technology. He asked if working at Apple was all I did. I told him my primary job was that of a photographer and I mainly photograph airplanes. He laughed a little.
“I don’t understand,” he said. “A plane is a plane, a car is a car and a cow is a cow. How can you make a living taking photos of these ordinary things?” To relay my best customer service, I agreed and told him that’s a very good question. “If the photos I create look just like the objects I photograph, I would no doubt have a very difficult time making a living,” I told him. “The challenge is to make every aircraft look unique but familiar and bring out the strongest feature of that plane.”
I could tell he was a very objective man and doubtful that a simple photograph could make an ordinary object look extraordinary.
On the table was a 15” MacBook Pro laptop. I navigated the web browser to my gallery of Reminisce black and white photographs and proceeded to show him some of my photography. What happened next was nothing short heartwarming.
The fragile older gentleman’s eyes began to water as he watched image after image flash before him. I asked if he was ok. He glanced over at his wife, then back to the screen followed by a simple nod. After a few more seconds and without provocation, he started to tell me a very powerful story. “I was at Normandy and remember seeing these planes. They didn’t look like this,” he said. “I have few words to describe what I saw and what I experienced. Come to think of it, it’s been nearly 30 years since I’ve even talked about Normandy.” Another lengthy pause followed as he watched the slideshow intently. “These are beautiful,” he said. “You’re right, a photograph of an airplane can look a lot different than just an airplane.”
I was speechless. Not only did I suddenly have a better understanding of his objectivity, to him at the time these aircraft were simply tools of war, but I had so many questions and was poised to listen intently to his stories if only he were willing to share them. At that moment however, I could sense the sight of these aircraft seemed a bit overwhelming. The fact that he was willing to open up to me and share a piece of his past that he hadn’t shared with anyone in three decades almost brought a tear to my eye.
He continued to surprise me as he named off the individual aircraft. “I jumped from quite a few of those C-47’s,” he recalled. “I also remember seeing those white stripes on the wings for the first time [referring to the D-Day invasion stripes applied to all allied aircraft]. They painted hundreds of them that way.” He went on to describe the actions of P-38’s and P-51’s in the European Theater. For someone who managed to distance himself for so long from such intense experiences, his memory was flawless.
Soon his wife was all set and her computer was back in the box. He and I both thanked each other for the shared stories and shook hands. I watched as they walked hand in hand toward of the front of the store and then out of sight. What really caught my attention was how his once frail shuffling steps turned into a more confident stride. Moments like these remind me of why I do what I do, both at Apple and as a photographer.
To some, winning a contest defines a good photo. To others, selling a print defines a good photo. To me, nothing could define a good photograph more than a single tear.
Be different, think different, make your mark.
When most of us make large purchases aimed toward our craft, it’s difficult to justify the uncool things like tripods, batteries, strobes, filters and the like. So imagine how difficult it was when I plopped down $2800 for a gyroscopic egg thingy that will only make my camera heavier.
Kenyon-Labs, the most well known, and probably only manufacturer of portable cinema gyros, offers six different mainstream models; the KS-2, KS-4, KS-6, KS-8, KS-10 and KS-12. Photographers and DSLR videographers will most likely narrow this selection down to three, the KS-4, KS-6 or KS-8.
The KS-4 unit falls on the smaller end of the gyro scale and is designed to support a camera and lens combo weighing up to 4lbs. This may prove to be quite limiting and not allow for your gear to grow if not already using slightly heavier pro-level equipment. The KS-6 will support up to 6lbs which should fill the need of the average user. Even bigger is the KS-8 which can support a fairly heavy mass of 8-12lbs, but weighs over 5lbs by itself. With all that in mind, I chose the KS-6.
The Kenyon KS-6 gyro comes complete with a massive battery, AC and DC adapters and of course the gyro, all contained within a hard Pelican travel case. Lightweight, it’s not. At almost 3.5lbs for the gyro itself, it weighs more than most cameras like the Nikon D4 at 2.6lbs and the Canon EOS-1D MkIV weighing 2.7lbs. The battery is just slightly smaller than the one you’d find powering your car and comes with Scoliosis-inducing shoulder strap. Holding the entire unit can be a bit unwieldy with it’s combined weight, including a lens, reaching 8lbs or more.
Despite these rather small drawbacks, a gyro is an amazing tool and contrary to physics, it enables a camera to float in your hands.
When you first attach the gyro to your camera you’ll find it a bit difficult due to the lever-type rod and its inability to rotate a full 360 degrees continuously. Add to it the slight fumbling of joining two bulky objects. A good solution is to add a quick release plate right off the bat so the gyro will simply snap on and off the camera.
Another limitation you’ll notice is that the gyro is intended to remain beneath the camera aligned perpendicular with the lens. If you plan on shooting verticals, this could prove to be a little awkward. A simple solution is to add a rotating flash bracket and cut off the flash bracket part. A basic bracket that won’t set you back too much can be found here. A slightly more advanced bracket can be found here, but you may want to think twice before breaking out the hacksaw.
Now that everything is assembled and the gyro has been turned on, it will take about 20 minutes for the unit to spool up to its working speed of approximately 20,000 RPM. The first thing you’ll notice is the gyro wanting to fight you with every sharp movement you make. One of the most important little tidbits about using a gyro is its rate of turn limitation, in this case about 20 degrees per second. If you swing the camera with a gyro attached any faster than that, the spinning motion of the gyro will try to stop you. There will be a slight learning curve toward avoiding this effect.
Another issue to be aware of is fatigue. As you’ve probably noticed, I repeatedly mention the combined weight of things. Holding a camera/lens/gyro combination may not be a big issue for the first 5 or 10 minutes, but eventually it will begin to weigh heavy on your mind, pun intended. If there is a means of supporting your rig through a series of bungee cables or other creative method, it may be worth giving a try.
And finally, bulk. While it’s an incredible tool and definitely makes a difference in the final product, it can be rather large and at times, impractical. Photographing from a tight cockpit or at an unusual angle, like in a contorted position, may illustrate its limitations. Photographing from a designated camera ship with a large door and a comfy seat, would be ideal.
Despite the limitations; price, bulk and weight, once you’ve used a gyro it’s difficult to imagine not using one. It’s a necessity for video work and can save the day during those turbulent evening aerial shoots. Undoubtedly one of the best investments in uncool things I have ever made.
There’s no doubt I’m not a huge fan of HDR, or High Dynamic Range, photography. While I think it’s a neat effect and a fun thing to do with photos that didn’t turn out quite right, I’m seeing this overused effect pop in places it never should have even been considered.
Now before I begin my little diatribe, I have given HDR a try and I even own RC Concepcion’s book, “The HDR Book: Unlocking the Pros’ Hottest Post-Processing Techniques”. It’s a fantastic and thorough book detailing the process. However, this overly used effect is becoming common place in places where it shouldn’t be common.
So what exactly is HDR? The proper way of creating an HDR image requires the blending of multiple images, usually three to five photographs, shot at different exposures. Think of it as a bracketing burst all in one exposure. The results enable a wider range of exposure similar to what our natural vision can capture. Unfortunately, this effect also pulls out details that are unrealistic and over saturated. Essentially, HDR images take on a more painterly or illustrated look rather than appearing like a traditional photograph.
Now I’d like to think I’m relatively accepting of new technology and techniques. My workflow incorporates the latest in software and computer technology, my equipment is constantly being updated to keep up with the Jones’, I’ve even embraced the world of DSLR video and motion picture editing. But, when it comes to tweaking photos to the point of creating an unrealistic world and still calling it photography, I personally have to draw the line.
Case in point, my wife and I have recently begun our search for a new home. Browsing the thousands of listings, I occasionally come across homes where the real estate agent has accepted images from a photographer employing HDR or the agent has tried HDR first hand themselves. As I mentioned earlier, HDR brings out details not visible to the human eye in a very unrealistic nature. This is an instant turn off for me. Any time the photographer or agent feels the need to manipulate photography of an item for sale, my trust for that agency disappears.
Another example I recently came across was an aircraft for sale. This particular broker showcased numerous aircraft all featuring HDR as the photo technique of choice. The effect was so prominent I had difficulty telling what kind of plane it was. The sky ended up becoming more defined than the aircraft and the leather seats looked like a newly discovered material never seen before.
But is HDR completely out of the question? Absolutely not. I offer my clients the option of using studio lighting to properly light a home for brokerage or architectural photography or, if they choose, I can apply a subtle use of HDR to brighten up shadows and dim down hot spots. To reduce the cost of the shoot, most clients prefer the latter. There is however a bit of an educational process when comforting photography-savvy clients about the subtle use of HDR. When used in moderation, HDR can provide a realistic and pleasing image that will not change the overall appeal and still provide a factual representation of the subject matter.
The point is, be very careful when using HDR. If you enjoy the effects of HDR photography, great, but the resulting illustrations should remain outside the considerations of showcasing products for sale if the effect is not used in moderation. If you’re a photographer, do your clients a service and utilize your knowledge of photography and post processing techniques that provide a realistic perspective of the product you are photographing. While HDR may be fun, it’s not a solution for everyone and can end up being detrimental to your client.
Let me first start by saying, I have never witnessed harder working aircrews than those who toil over air racers. Months before the Reno Air Races, air racing crews are diligently working on their aircraft tweaking and modifying every square inch for that one extra mile per hour. And as race day nears, they become sleepless masters of aeronautics and duct tape. It was this very essence of commitment I was tasked with capturing for Air & Space Smithsonian Magazine.
Arriving at Stead Field in mid-July is fairly anticlimactic if you’ve ever been to Reno during the height of the air races. The hot ramp is void of horsepower, the spectators are nowhere to be found and the track is deafeningly silent. However, hidden in a nearby hangar a ferocious racer is being prepped for race day only three short months away.
It had been twenty years since I first saw this aircraft rounding the pylons at Stead Field. My first time attending the races in 1991, Lyle Shelton pushed the radial engine hard beating out the inlines, Skip Holm in Tsunami and Bill DeStefani in Strega, for the win. I was in love. Forever more this would be the aircraft for which I would push to win.
When I came upon the ‘Bear Cave’, chief mechanics, Keith Gary and Rob Grovesnor were deep in concentration running through a rather long checklist. Team Lead, Alby Redick, was tending to other tasks in preparation for Crew Chief, Dave Cornell’s short visit. For a brief moment, they all stopped for a quick greeting and introduction, then it was right back to work.
I was grateful for the brief moment of attention, but even more grateful for their ability to focus on their duties despite my presence. There is nothing more annoying than posed photos. These guys had no doubt been in this situation before; a photographer sticking a camera in their face while they do their best to troubleshoot a problem that if not addressed, could jeopardize the life of a pilot, at the very least. However, as a photographer, knowing the circumstances and the main purpose of why they are doing what they are doing, remains a fundamental responsibility that every photographer must embrace.
With that mutual understanding, the team quickly came to trust me…at least I think they did.
When Cornell arrived, the tools were put down and the list came out. I have no experience as an aerodynamicist, none whatsoever in aviation circuitry, nada when it comes to high-pressure and low-pressure airflow, zip with composites, fuel flow, ventilation, compression, not even paint. Everything these guys talked about was complete Greek to me, with the exception of the word airframe. I know what an airframe is and I know I heard that word a couple times, so I must still be in the right place.
I followed the guys around during their checklist tour and relevant minor tweaks. I never butted in, only captured what light was available to me as they made their rounds and did my best to capture expressions and juxtapositions as they occurred. As quickly as Cornell arrived, he was gone. And back to work went the team.
It was already known this was to be a cover story and we needed to get a cover shot. A short time earlier I had completed a shoot with the General Atomics Predator C ‘Avenger’ in Southern California. I figured I’d apply what I learned from the late night photoshoot to capture the vibrancy of Rare Bear under controlled lighting conditions.
When nightfall came, the crew pulled Rare Bear out of the hangar and headed toward the run-up area at the end of RWY26. Although it took about an hour, we managed to get the old scissor lift next to the hangar out to the run-up area as well. This enabled me to get the camera onto a raised platform for a much better overview of the historic racer.
One of the initial factors on this night was that there was a near full moon. At any other time, this would have been great. A timed exposure with a full moon present will bathe the subject in ambient light at a fairly controllable rate. Unfortunately, due to the direction we needed to shoot, the moon threatened to cast a huge complex shadow of the scissor lift over the tarmac and eventually the aircraft. When we initially set up the shot, this wasn’t going to be an issue, but as the moon moved across the sky, we came to the realization there was a time frame we needed to work within. If we took too long, the scissor lift’s shadow would ruin the image.
The image had already been preconceived on a pad of paper. Space needed to be provided for the magazine cover’s masthead, contents and bar code. Angling the aircraft in such a way, and providing plenty of background would do the trick. Once the Bear was positioned, I went up in the lift to compose the shot, mount the camera to the scissor lift’s railing and attach all the necessary cables in order to remotely operate the camera from the ground. The lift was lowered, I exited and sent the lift back up with just the camera. Connected to my laptop, I could now see what the camera was seeing and began working on lighting the aircraft.
Once the images had been captured, I made some minor tweaks and sent it off to the magazine. The next morning I got a call from Caroline Sheen critiquing the image. Although we were on the right track, it just wasn’t cover-worthy material, and I agreed. The image itself was strong and technically perfect, but it lacked the human element. It was just a plane.
Caroline asked for what I thought was the impossible however, I didn’t realize the level of efficiency and dedication air racing teams posses. She asked, “How difficult would it be to make the aircraft appear as it should on race day?” There were no control surfaces, no canopy, no prop, missing panels, missing fairings, no spinner and a host of other things an aircraft must have in order to fly. I laughed a little, the team did not. They simply responded, “No problem, we’ll get right on that!”
They spent the day putting the aircraft back together. This would be the most complete Rare Bear had been since concluding last year’s races. While I did my best to stay out of the way and document their progress, I continuously racked my brain on how we were going to utilize the same lighting method, but with people. I hadn’t done that before with a long exposure lighting technique.
Once nightfall came, everyone jumped into action repeating exactly as we had done the night before. Since we hadn’t planned on a remake, there were no markers or place cards denoting where everything should go. We had to do our best to compare the existing photo with where everything had to be. And of course there was the moon. That constant nagging reminder that we had to remain on our toes and not waste any time.
With everything in place, we briefed the shot once more. Since the guys had all been there the night prior, they were all familiar with the lighting technique and understood the fundamentals of what needed to be accomplished. Essentially, they needed to assume a comfortable pose and maintain that exact position for two to three minutes. If you’re wondering why the long exposure instead of a quick pop of portable strobes, certain elements such as the dimly lit taxi lights, distant mountain range and its separation from the sky, could only be accomplished with a long exposure using the moon’s ambient light.
With the conclusion of each exposure, a giddiness looms over as the guys leave their respective positions and head for the computer to see what progress has been made. It reminds me of why I do what I do. Here are a group of guys I would trade anything for to experience a mere fraction of what they have, and yet a simple picture is enough to ignite a sense of genuine excitement.
Just before 1am on July 9th, it was a wrap! The moon had moved westward making the scissor lift’s shadow too dominant to continue. Not to mention we were all working to the point of exhaustion and still had to move everything back to the hangar.
Each member of the crew took responsibility for hauling a vehicle back to the hangar leaving me all alone on the ramp with one last machine, Rare Bear. With only the moonlight and a flashlight, I set out for one last shot. Knowing the guys would be back in a few minutes, I rested the camera on my camera bag angling it upward at the sleeping beast.
Back lit by the moon, I lit the aircraft with the flashlight for a near 3-minute exposure. The lights in the immediate background are those of the Lemmon Valley residents with the horizon being lit by the nearby Reno cityscape.
After nearly 20 years of watching and cheering on the Bear, I’ll never forget the surreal feeling of being on the ramp at Stead all alone with this magnificent aircraft.
Special thanks to the Rare Bear team for their passion and dedication not only for their assistance with this shoot, but for all the years of work they’ve poured into the Bear to keep her in the skies. Rare Bear Team Lead, Alby Redick; Crew Chief, Dave Cornell; Lead Mechanics, Keith Geary and Rob Grosvenor; Public Relations, Lisa Snow and aircraft owner, Rod Lewis. Of course the shoot would not have been possible without those at Air & Space Smithsonian Magazine, Linda Shiner and Caroline Sheen.
For more images from this shoot, follow the link here.
Camera: Canon 5D
Lens: 17-35mm f/2.8 @ 17mm
Exposure: 228 seconds – Manual
Image Created: 7/8/09 @ 11:08pm pst
At the risk of sounding cliche, it all started with a phone call. Make that two cliches. John Cudahy, President of the International Council of Airshows (ICAS), asked if I would have any interest in joining and assisting a news crew on various photoshoots during the weekend of the California International Airshow in Salinas. It didn’t take long to provide an answer.
It was Fall of 2009 and home foreclosures were at an all time high. The market had already crashed and the unemployment rate was not about to decline anytime soon. Due to the popularity of airshows during an otherwise miserable economic downturn, CBS contacted ICAS to find out the secret behind these entertaining venues. Because of time constraints and accessibility, Salinas would be chosen to host the news crew for their national story.
For 2009, Salinas had a stellar line up. Military demonstration teams included the A-10 Thunderbolt, USAF Heritage Flight, US Army Golden Knights and the USN Blue Angels. On the civilian roster was Michael Goulian, Ed Hamill, Bob Carlton, Gene Soucey and Teresa Stokes, John Collver and the ever popular Robosaurus and the Wall of Fire.
The first photoshoot involved Michael Goulian with CBS news correspondent Bill Whitaker as his passenger. Flying Wayne Handley’s yellow and blue Extra, Goulian teamed up with Ed Hamill in his patriotic Pitts biplane. Assisting the news crew and the airshow throughout the weekend was the 143rd Airlift Wing of the Rhode Island Air National Guard (RIANG) with their extended body C-130J Hercules.
Once Goulian and Hamill completed their formation fun behind the C-130, it was time for Major Paul “Harb” Brown in the A-10 and Steve Hinton in his P-51D “Wee Willy II” to join the fun. Harb expertly approached the six o’clock position of the C-130 swaying from side to side providing the news crew with various bank angles followed by cautiously placing the business end of the A-10 within mere feet of the extended ramp. After a few brief minutes, Hinton joined Harb demonstrating the dissimilar formation of the USAF Heritage Flight. A quick glance at the CBS videographer revealed a grin from ear to ear. The news crew was no doubt getting what they wanted.
As with just about every exhilarating air to air shoot, it was all over too soon. The ramp of the C-130 slowly closed until the last sliver of light glistening off the maze of pipes along the internal fuselage walls disappeared. A small bump a few minutes later indicated we were back on the ground.
Throughout the weekend the excitement of one of the country’s most successful civilian airshows drew oohs and ahhs from the crowd. The news crew could be found hard at work at every corner of the airfield capturing these magical moments. All the while, Commander Greg McWhirter lead the precision Blue Angles demonstration team through three flawless performances giving us a hint of what was to come at the conclusion of the show.
Early Monday morning, absent of crowds, aircraft were being closely inspected by their aircrews in preparation of heading home. Vendors were disassembling booths and temporary stanchions were being collected. The airport was still however, far from looking like an airport.
Proudly sitting on the flightline were the six primary Blue Angel aircraft, their canopies freshly cleared of morning dew. Looking on was the RIANG C-130J complete with aircrew and passengers, but without one major entity…CBS. Unfortunately the news crew was on deadline and was forced to head back to New York in order to prepare the piece.
Just as we had done before the airshow started, we received our brief, buckled in and watched from the rear of the aircraft as we taxied toward the runway. Slowly the ramp began to close and we were airborne.
As soon as we were ‘feet wet’ over the Monterey Bay, the cargo door came down revealing the thick marine layer covering the Central Coast. In the distance a dot could be seen, followed by another dot, and yet another two dots…pretty soon seven random dots could be seen closing in on our aircraft. In no time at all those seven dots became a tightly knit formation of gold and blue F-18’s with the seventh aircraft, F-18B #7 hanging just outside the formation.
By this time we were about five miles off the coast of Pebble Beach, California rounding to the south to follow the Big Sur coastline. The surrealistic view of six F/A-18A Hornets being flown by perhaps the best pilots in the world warranted a few moments of contemplation without a camera in front of my face. Fortunately that didn’t last long and I got back to shooting.
Clearly this wasn’t the first time the Blue Angels had pulled up behind a C-130 full of camera-wielding photographers. The six pilots were as one as they swayed from side to side, smoke on then smoke off.
Not that any ‘impact’ needed to be added to illustrate the sheer power and agility of of today’s front line fighter, let alone six, but I did attempt various angles and isolating individual aircraft. A tilt to the left or a tilt to the right managed to fill the frame and add a sense of dynamics. Zooming in on individual aircraft revealed unique views and perspectives, especially with multiple aircraft and multiple angles from which to choose.
During the entire eighty-mile flight down the Big Sur coastline, the marine layer was ever prevalent with no sign of revealing the breathtaking cliffs. But as all hope seemed lost, a break in the clouds appeared just as we approached the Point Sur Lighthouse, made famous by the USS Macon (ZRS-5) which crashed just off shore. A small trough of warm air carved an angular wedge out of the persistent coastal gloom revealing a beachhead and a hint of the lighthouse. Seconds later the six-ship plus one departed in search of an awaiting KC-135. Once topped off, they would be on their way home to Pensacola, Florida.
Special thanks to John Cudahy of ICAS for the special invite along with the entire Board of the California International Airshow for creating the logistics to make this reality. An enormous debt of gratitude is owed to the USN Blue Angels Demonstration Squadron as well as Col. Larry Gallogly and his crew of the 143rd Airlift Wing Air National Guard. Additional thanks to Blue Angels CDR Greg McWherter and Public Affairs Officer, CAPT Tyson Dunkelberger for selecting the resulting image as the official 2010 Blue Angels Lithograph.
For more images from this shoot and the 2009 California International Airshow, Salinas, click here or pick up a copy of the 2009 California International Airshow – Salinas Pictorial.
Camera: Canon 5D
Lens: 28-135mm f/3.5 @ f/5.6
Exposure: 1/500 – Aperture Priority
Image Created: 8/10/09 @ 9:10am pst
“Ok guys, here’s what I want; let’s get five Night Hawks…no wait, fifteen…aw heck, twenty-five F-117’s in formation on a heading of 162 degrees so they align perfectly with the flag pole at the base’s static museum. Sound doable?”
So, that discussion didn’t actually happen, but the results couldn’t have been planned any better.
On October 27, 2006, Holloman Air Force Base helped celebrate the F-117 Night Hawk’s 25th Anniversary of active duty service. For many it seemed like the F-117 was still a relatively new aircraft, but for those who knew America’s best kept secret, the aircraft had already served combat in other countries.
Having first flown on June 18, 1981, the F-117 was the world’s first real stealth fighter. Designed with faceted surfaces, radar waves would bounce off the surface of the aircraft at angles preventing the waves from returning to the point of origin. In addition, the aircraft could also absorb radar waves by use of a special radar absorbent material (RAM). In all, 64 F-117’s were built including five experimental airframes.
The 25th Anniversary of the F-117, or Silver Stealth, as it came to be known, was a not a highly publicized media event. With such few individuals present, the Public Affairs Office could be a bit more accommodating with unusual requests.
First on the shot list was a pair of Night Hawks set at a 45-degree angle facing toward one another on a vacant ramp. Since the F-117 possessed features that were still top secret, aircraft on public display were always accompanied by armed guards and two rows of stanchions. But on this day, things were different. No ropes, no military police, no snipers, just two of the most guarded aircraft at our disposal – unguarded.
As the sun set over the New Mexico desert we continued making the most of the light. So relaxed and trusting were the escorts, I had the opportunity to refine a relatively new technique for photographing an aircraft at night with very little gear. This required me to crawl around and under the aircraft placing lights in strategic areas necessary to illuminate a black aircraft against a night sky. With an exposure of about two minutes, strobes assisting for back-lighting and the night sky glowing with the faint remnants of the earlier day’s light, those escorting us allowed for continued photography based on the immediate results from my Canon 10D.
The following morning Rich Cooper and Kevin Jackson of Combat Aircraft Magazine finally made it in from the UK. Tommy Fuller from Public Affairs met us at the gate and brought us to Brig. Gen. David Goldfein’s office, the base commander. Following a warm and generous greeting, we were off to check out some sheltered Night Hawks.
The maintainers from the F-117 Demo Team had already been hard at work preparing the aircraft when pilot, Lt. Col. Chris ‘Hans’ Knehans arrived to inspect his plane. Once more we were allowed unfettered access to the stealth bomber as well as the routine each pilot goes through prior to flight. Following his pre-flight, he patiently posed as we snapped a few portraits.
In an adjacent hangar, Captain Christina Szasz, one of the few female pilots to fly the F-117 was also completing her pre-flight. To top off the hangar tour would be one final aircraft hidden away.
For the mass flyover, the plan was to have five aircraft in ‘Vic’ formation with a total of five groups in-trail totaling 25 aircraft. An additional five aircraft would be airborne as mechanical in-air replacements with yet another 5 aircraft ready for launch as redundant backup. The discussion amongst photographers was where to be for the launch and flyover.
With limited support, photographers couldn’t be randomly dispersed across the base so the choices were limited to the tarmac for taxi shots, the point of rotation along the runway or the ceremonial grounds where the base commander and special guests would be conducting speeches. Following a discussion amongst photographers, most chose the congested grouping along the taxiway.
As the aircraft all lined up, it was apparent the tarmac wouldn’t be long enough for all 25 aircraft to be positioned side-by-side, but the sight was still staggering. One by one they taxied forward and headed toward our position in two long rows. Upon reaching the runway, the aircraft were put on hold as they were a few minutes early. This gave us time to convince public affairs to rush to a new position, the ceremonial grounds.
Once on the grounds, the photographers spread out to cover the various speakers, attendees and static aircraft as we all awaited the mass-flyover. Of the speakers, base commander, Brig. Gen Goldfein became the last ‘Bandit’ trained to fly the F-117 and spoke alongside Gen. Lloyd “Fig” Newton, the first F-117 Wing Commander of the 49th Fighter Wing. Meanwhile, I was doing my best to find a suitable foreground for the impending flyover. Though the formation itself will no doubt be impressive, aircraft laid against a solid blue sky tends to be somewhat less impressive than an image with depth.
With a pause in the presentations, everyone began looking around for the black cloud of aircraft soon to approach. With no hope of a decent foreground, I spotted the triple mast flagpole valiantly waving our country’s pride along with the state flag of New Mexico. Right on time from the North, 25 arrow-tipped stealth fighters approached. The last minute choice of a foreground ended up representing a location, emotion and precision as the pilots threaded the proverbial needle in perfect formation.
As quickly as they approached, they disappeared, a massive clump of flying metal. The formation definitely looked better coming from the other direction.
Another last minute decision offered by Mr. Fuller was to catch the remaining F-117’s as they touched down. We jumped into the van and raced across base to the far end of the runway. We caught the last formation of five making the overhead break and the eventual touchdown.
It was a remarkable couple of days, one that could not have been recorded without the assistance of all those aforementioned in this piece. Of note, 2006 was certainly the year of mass formations. A few months earlier, the final deployment of the F-14 came to an end with an incredible formation of 22 Tomcats over NAS Oceana.
To view more images from the Silver Stealth celebration, click here.
Over the past few years, gatherings of like aircraft seem to be all the rage. Whether it’s the Gathering of Mustangs and Legends at Rickenbacker Air Field in 2007, the 50th Anniversary of the CJ-6 Nanchang at Airventure in 2008, the T-28’s 60th anniversary in 2009, or the impressive gathering of DC-3 aircraft at Rock Falls, Illinois in 2010, the coming together of groups of similar aircraft never disappoint. The weekend of September 11th, 2010 would prove to be another milestone towards insuring history not be forgotten.
Their airborne presence was made known across California’s Central Valley as they headed from Chino to Mather Field near Sacramento. Although it started as a flight of five, mechanical issues meant the highly anticipated arrival would only number four. Calls were coming in to the California Capital Airshow Director, Darcy Brewer as the aircraft would pass various points across the State causing the excitement on the air field to climb. Only after seeing the four dots representing the P-38’s and a fifth being a P-51D chase plane, did reality sink in. History was being made.
The endeavor to host six flying P-38 “Lightning’s” at one venue began nearly a year prior to Sacramento’s 5th anniversary show. Around the world, only seven examples remain airworthy. Of those, six are located in the United States with the seventh being owned by Red Bull based in Austria. With the help of Bob Alvis and the National P-38 Association, the “Lightning” aircraft owners and pilots along with Director, Darcy Brewer and air show volunteer, Scott Wolff, the coming together of these historic aircraft was anything but uneventful. Despite the hardships and monetary hurdles, however, four of the world’s finest examples touched down at Mather Field at approximately 6:45pm on Thursday, September 9th.
The aircraft taking part in the gathering included “Glacier Girl” flown by Steve Hinton, “Thoughts of Midnight” flown by Kevin Eldridge, “Ruff Stuff” flown by Rob Ator and “Honey Bunny” flown by Jeff Harris. Setting down in Fresno on the way to Mather was “23 Skidoo” flown by Chris Fahey.
What few know is that this event almost didn’t happen. While the coming together of six P-38’s had always been the goal, the ultimate mission was to showcase the aircraft at two separate venues. Both the California Capital Airshow and the Reno Air Races, which were to be held the following weekend, would host all six P-38’s. After the loss of a sponsor, Reno was forced to drop out of the program leaving the Sacramento Airshow footing an even larger bill.
Three P-38’s, “Glacier Girl”, “23 Skidoo” and “Honey Bunny”, were already in the process of attending Sacramento and were being staged at Southern California’s Chino Airport. With such a dramatic change in plans and only a week before the show, serious work needed to be made to raise additional funds as the remaining P-38’s had much further to travel. “Ruff Stuff” was coming from Minneapolis, “Thoughts of Midnight” from Texas and “Tangerine” from Oregon. With the last minute assistance of Dan Friedkin and Rod Lewis, two of the three were able to make the trip and ultimately, history. It would be the largest assembly of P-38’s since World War II.
During the weekend of the air show, the P-38’s would be put through their paces. All four would demonstrate their agility in front of the audience, but more importantly, show the attending WWII veterans that they are not forgotten. The four-ship of P-38’s would first fly the honorable “Missing-Man” formation to the tune of a solo trumpet and utter silence. With 70,000+ spectators looking on, a dropped needle could be heard amongst the silenced crowd as the aircraft’s eight Allison engines flowed harmoniously with somber tune of “Taps”. Once Rob Ator in “Ruff Stuff” pulled out of the number three spot, it became the most emotional memorial flight in recent memory. “It was so poignant and meant so much,” said Bob Alvis.
Upon the conclusion of the “Missing-Man” tribute, the P-38’s joined up in a very loose in-trail plane-chase as each aircraft would swoop in front of the crowd, their unique engine sounds paying homage to those who cared for them and worked on them tirelessly during the War.
Following the showcase, Steve Hinton and Kevin Eldridge would remain aloft. Hinton would spend the next few minutes flying an elegant solo routine looping and rolling “Glacier Girl” in the skies above California’s capital. Although the gracefulness of the “Fork-Tail Devil” would be briefly interrupted by the state of the art F-22 Raptor demonstration, both Hinton and Eldridge would re-enter the airspace taking on the number two and three position for the USAF Heritage Flight. More than 60 years of aviation history pass in front of the crowd, a sight none of the veterans of the P-38 program could have ever envisioned.
The air show weekend wasn’t without incident however, as “Glacier Girl” suffered a relatively minor mechanical issue on Sunday forcing her back to the hot pit. In the meantime, Jeff Harris had the misfortune of dealing with medical issues and was also grounded. With an inoperable P-38, Steve Hinton taxied “Glacier Girl” back to the line and hopped in Jeff Harris’ “Honey Bunny” to insure the show went on.
Throughout the weekend the P-38’s were on display for everyone to get a closer look at, especially the WWII veterans who worked so hard on keeping them airworthy when it mattered most. The entrance to the P-38 paddock played host to various vendors including the National P-38 Association, Lockheed Martin and others including a special area where spectators could reminisce with veterans.
One of those veterans was Capt. Bill Behrns (Ret.) who flew 104 combat and six weather missions during World War II, mostly stationed in Chittagong, Burma, now the country of Myanmar. During his involvement with the 459th Fighter Squadron, Behrns scored 4.5 enemy kills in his P-38 “San Joaquin Siren”. Behrns was the last of the 32 original pilots assigned to that special squadron of which only four survived.
Entrance to the paddock by voluntary donation enabled spectators the ability to pose with the aircraft and get a closer look. While most would expect these warbirds to be roped off, the pilots and crew instead remained with the aircraft answering questions and giving personal tours. In some cases, they even enabled a lucky few to sit in the cockpit.
When it came time to fly, the paddock was the perfect place to hear all eight Allison engines roar to life.
The weekend provided reflection for those too young to have known the P-38 as a front-line fighter. It provided a sense of peace for those who put their lives in harm’s way for the freedoms we take for granted today. It was a chance to touch a panel they had removed so many times before in a time of war. And it was a chance to recognize those who sacrifice so much to keep them flying today.
There will no doubt be another gathering of P-38’s sometime in the future, but this will probably be the last time they will ever gather for those whose lives depended on them.
Honey Bunny, a P-38L Lightning, NL7723C, was delivered to the Army Air Force as photoreconnaissance F-5G Serial# 44-26981. Its construction number is 7985. Aero Exploration Company Incorporated of Tulsa, Oklahoma acquired it from the War Assets Administration at Kingman, Arizona for $1,250 on March 22, 1946.
Originally registered as NX53752 on May 10, 1946 and then as N53752 in 1948, it was withdrawn from service in Tulsa, Oklahoma in July 1949. Despite changing hands many times, #981 remained relatively active compared to most acquired warbirds. Today she is owned by Jack Croul and operated by Allied Fighters in Chino, California.
Not only was #981 the only non-camo P-38 present, the airframe also boasts having the only functional turbo-chargers of any airworthy P-38 gracing the skies today.
Ruff Stuff, P-38L, N79123, entered civilian hands in July 1956 where she was originally registered as NX79123. Like most warbirds, the P-38 changed hands numerous times finally ending up with David Tallichet in Chino, CA.
Restoration of 44-27231 began in 1984 in Tulsa, OK before being moved to Chino in 1987. During the restoration process, the F-5G ‘recon’ nose was removed and replaced with the traditional fighter nose seen today. In November 1995, the airframe was once again airworthy and wore the name “Marge” along with a silver paint scheme. For three years beginning in 1998, “Marge” was on display at the USAFM at March AFB.
In 2004, the aircraft was purchased by Ronald Fagen and by 2007, the P-38 had a new paint job and the current nose art, “Ruff Stuff” which got its name from WWII pilot, First Lieutenant Norbert C. Ruff.
Thoughts of Midnight, P-38L, 44-53095, is one of the few existing P-38′s not formerly converted from an F-5G reconnaissance variant. Removed from service in 1946, #8350 was originally assigned registration number NL67745, but was soon to see service in Honduras as FAH503 and later, FAH506. The airframe was later brought back the States in 1960 registered as N9005R and stored in Blythe, CA.
In 1969, #8350 was given a new name, “Der Gabelshwanz Teufel” and remained so until 1986. The aircraft changed hands eventually ending up with the Lone Star Flight Museum in Galveston, TX. Following an accident, she was repaired and renamed “Putt Putt Maru” until undergoing restoration in 2006. Now owned by Tom Friedkin and Comanche Fighters, the freshly restored and repainted aircraft flies with the registration NL38TF and the name, “Thoughts of Midnight”.
Glacier Girl is a Lockheed P-38F-1-LO Lightning World War II fighter plane, 41-7630, c/n 222-5757, that was recently restored to operable condition after being buried beneath ice on the remote Greenland Ice Sheet for nearly fifty years.
On 15 July 1942, its squadron was forced to make an emergency landing en route to the British Isles during Operation Bolero and subsequently rescued. Glacier Girl, along with five other P-38 fighters and two B-17 bombers, was eventually buried beneath 270 feet of ice. Fifty years later, in 1992, the plane was brought to the surface after years of excavation and transported to Middlesboro, Kentucky, where it was restored to flying condition. So challenging was the excavation of Glacier Girl, she was documented in an episode of The History Channel’s “Mega Movers” series, titled “Extreme Aircraft Recovery”. Currently this airframe is equipped with the only genuine nose guns of any airworthy P-38.
To view additional images of the P-38 gathering, click here.