Airspeed - The magazine for aviation photographers

Larry Grace

WELCOME TO THE 2020 APRIL ISSUE OF AIRSPEED AIRSPEED!!

FRONT COVER PHOTO: Glenn Bloore Blue Angels #5 coming at you at Blue Angels Winter Training at NAF El Centro Camera: Nikon 850 Lens: Nikon 200 - 500mm f5.6 Exposure: f7.1 Shutter speed: 1/2000 ISO 280

Naval Air Facility El Centro Photocall Jeff Krueger Paul Csizmadia Glenn Bloore Rob Tabor Kishore Sawh Scott Germain Michael Bellinger Tom Spanos Michael Pliskin Tyler Hernandez Nick Nelson Vince Yarbrough

BACK COVER: Glenn Bloore F-16 afterburner takeoff at Blue Angels Winter Training at NAF El Centro Camera: Nikon 850 Lens: Nikon 200 - 500mm f5.6 Exposure: f7.1 Shutter speed: 1/1600 ISO 220

Heritage Flight Conference 2020 Geoffrey Arnwine Jumping Into 2020 With The Golden Knights Marc Farb Mirage 5 Night Shoot Dragos Munteanu

Virginia Beach Police Department Helicopter Unit Rick Charles How I Got The Shot Jessica Ambats

José M. Ramos

The new Airspeed magazine will highlight ISAP members and their photography, experiences, and their passion for aviation from around the world. From military and commecial aviation, you’ll be able to see it all while learning about aviation photography, post processing tips in Lightroom and Photoshop, aviation history, air show reports, aviation museums, and more. We look forward to sharing our members’ images and articles with everyone.

A Weekend at Old Reinbeck Aerodrome John Ford The National Norwegian Aviation Museum Marc Schultz A Blast From The Past - Part 1: Aeropark Budapest Marc Schultz A Texas Jet Blast Gary Daniels David V. Dow Nick Nelson Tom Spanos

ISAP continues to help our members to better their photography skills, workflow, and set up resources to help with business questions that our members have. Updates are being made to the ISAP website and member portfolio section, and we are showcasing ISAP members’ images and accomplishments on our social media pages.

Beginning with this issue the magazine name will change and reflect a new name to better showcase our members’ images and articles. The ISnAP magazine name will now become Airspeed - The magazine for aviation photographers.

Mission Journal: Touring With B-29 Doc Brett Schauf

Meet The Members Bernie Koszewa Christian Mogensen Sergio Maraschin

The goal of International Society for Aviation Photography (ISAP) is to bring together our members who share a love of aviation, and want to preserve its history through their images. Through our organization, members can seek to enhance their artistic quality, advance technical knowledge, and improve safety for all areas of aviation photography while fostering professionalism, high ethical standards, and camaraderie.

Patrick Comtois Sandro Sartori Zachary Hajic

Enjoy this issue of Airspeed!

Sincerely, Larry Grace, ISAP President Kevin Hong, Airspeed Editor International Society for Aviation Photography www.aviationphoto.org • www.facebook.com/ISAPorg

Kevin Hong

NEW AND RETURNING ISAP MEMBERS Geoffrey Arnwine

Match Hatta

Christian Mogensen

S Robert Sliger

Paul Batchelor

Zachary Hajic

Rodney Moore

Richard Snell

Steve Burker

Tyler Hernandez

Greg Mooney

Richard Spolar

Kevin Clemmons

Chris Hibben

Preston Patton

Dave Stubbington

Patrick Comtois

Bernie Koszewa

Tom Pawlesh

Anne Taylor

Alexander Cook

Rob Kolinsky

Chrissy Power

Hal Ticknor

Randell Crew

David Lacore

Denis Rouleau

Colin Turner

Rodney Cromer

Layo Leiva

Paul Russo

Rollo Watkins

Ed Faith

Jan-Arie van der Linden

Luis Sales

Steve Walter

Alvin Ford

Sergio Maraschin

Sandro Sartori

Johannes Winkelmann

Jim Froneberger

Bob Marcy

Arnoud Schoor

Robin Wright

Scott Germain

Michael Manz

Marc Schultz

Vince Yarbrough

Mark Greenmantle

Ken Middleton

John Slemp

Peter Yee

Airspeed is a periodic publication of the International Society for Aviation Photography and is used to communicate news, functions, convention information, and other information of interest on the local, regional, and national scenes. The views and opinions expressed in this magazine are those of the authors and should not be construed as the views or opinions of the International Society for Aviation Photography.

Naval Air Facility El Centro 2020

PHOTO CALL Article and photos by Jeff Krueger

Being able to attend a photo call at NAF El Centro (NAFEC) is an exceptional experience. Attending a photo call at NAF El Centro that has not only the Blue Angels there practicing, but the USAF Thunderbirds in the same place at the same time is an experience not many have witnessed. Well, we did…

As always, the NAFEC PAO, Kristopher Haugh put together a day of photography that can’t be beat. Add to that a day or so in advance, photographing from the fence at the end of the runway made for a fantastic aviation photography opportunity that not only our group of 12 ISAP photographers, but a select number of others were given.

The weather forecast for Friday was not great, but as photographers we are used to taking what we get and doing the best we can.

Friday morning started out as a low ceiling, gray sort of morning. This particular photo call was early and we were on base by 0830 to get to the tarmac to capture some of the morning practice flights. In fact, we had our PAO briefing in the NAF parking lot and then when directly onto the tarmac for the Thunderbird launch.

The sky was still a bit overcast but we started getting patches of blue and photographically the morning started looking pretty good.

After the completion of the Thunderbird practice session, we went

back and had lunch and were addressed by the base commander and Executive Officer. Both made us feel extremely welcome. From there, back to the tarmac for the afternoon practice of both the Blue Angels and the Thunderbirds. As noted here and on the NAFEC Facebook page, quite a unique event. While the two teams flew separately, it was great to see each team “strut their stuff” and both did a great job, and this was only practice! We did notice a T-Bird helmet in the Blue’s two-seater…and what a great opportunity for them to see how each team approaches their show maneuvers. It was also fun to watch the two ground crews “compete”…

As if on command, the sky started opening up just about the time the Thunderbirds started rolling out to taxi for the afternoon practice session. Blue skies popped out with a nice smattering of billowing white clouds coming in. This held not only through the Thunderbird’s practice, but continued on through the Blue Angels’ practice and the rest of the day.

I’ve done several NAFEC photo calls, and this one, with almost a historic joint training session with the United States Navy and United States Air Force was one that will stand out in my mind as something special.

Jeff Krueger

GLENN BLOORE

Glenn Bloore

KISHORE SAWH What is the International Society for Aviation Photography? As a relatively new member this is the overarching question. Sure, the site gives a formal breakdown, but in truth, and through time, I’ve concluded that description is inadequate. Because what it is, is greater than the sum of its parts – and that’s hard to define. So think of ISAP as an anthology of traits; a whiskey of many spirits.

Perhaps the best way to understand it is to actually get involved and go to ISAP events like workshops and photocalls should you be so fortunate as to get a spot. What becomes quite clear quite quickly is that through some manner of self-identification and careful curation by the ISAP heads, the group is made up of a rather extraordinary group of people.

Some are accomplished pilots, or have worked on the F-117 program; they are engineers, educators, writers, veterans, trusted correspondents and storytellers – and oh what storytellers. Being accomplished aviation photographers is simply a garnish to otherwise remarkable talents.

But that all can make them sound quite fearsome and a bit intimidating, which leads me to the most surprising aspect about them: you simply

wouldn’t know in the absence of ego. It’s only through conversations on bus rides or over beers that this is revealed, and in the process you’ll arrive at the conclusion that this is what defines ISAP. It is a vehicle that provides an environment for anyone to be photographically and aviation-ally indulgent, supportive, and professional.

At the most recent photocell at El Centro, it was clear to the observant when looking at the groups attending that one of these things is not like the others. ISAP’s self-imposed standard was apparent and known.

We were of little concern to base personnel, moved more fluidly, and simply had our sh*t together. It wasn’t lost on me that we were trading on a reputation built over time. That felt good. We simply just had to not mess it up!

Of course the experience at the photocall was great, and who wouldn’t want to photograph the Blue Angels in their final winter training in the Charlies as they trained alongside the Thunderbirds? But it is the sense of community that stays with you long after the smell of JP-8 leaves your clothes, and I was left thinking one singular thought: Where do I sign up for what’s next? Next round’s on me.

Kishore Sawh

Kishore Sawh

Kishore Sawh

MICHAEL BELLINGER

The Blue Angels diamond break

I knew this photocall was going to be different when while approaching the base on Highway 8 I looked up and saw a four ship formation of fighter jets screaming through the sky.

A totally normal sight just outside of NAF El Centro, the winter training base for the USN Blue Angels. But as they came closer I realized that the silhouette for an F/A-18 was all wrong, and then it hit me. It was the F-16s of the USAF Thunderbirds.

In the last few days of February both the Blue Angels and the Thunderbirds shared the field and the airspace above NAF El Centro.

I showed up a day early for the photocall on Thursday, and about a hundred other fellow aviation spotters outside the fence. There was the standard sight of F/A-18s doing touch and go’s on the field, but of course the highlight was watching the two practice sessions of the USAF and USN aerobatic demonstration teams.

On Friday we had our chance to not only see the practice, but see them from inside the fence at show center! I have to say that I will be forever spoiled by this opportunity, and shooting from the sidelines will never quite feel the same again.

After a lunch break between the teams, the rest of the day was spent alongside the runway waiting for more aircraft – but unfortunately there was no more traffic for the rest of the day. This was my fourth photocall, and the first one I was on where there was nothing to shoot. Like troopers we stayed until the bitter end and as the sun set we departed.

I don’t know if a golden opportunity like this will ever happen again, but if it does I plan of being there, camera in hand.

The Thunderbird diamond on takeoff over the fence.

Michael Bellinger

C-2 Greyhound did a few passes over the field.

MICHAEL PLISKIN

Going to a photo call at NAF El Centro is one of those “Bucket List” experiences for any aviation photographer. Getting to participate in one that involves both the U.S. Navy Blue Angels AND the U.S. Air Force Thunderbirds is a major bonus!

The ISAP photocalls are that much more special because it gives us the opportunity to see old friends and make new ones and to be shooting alongside some truly great photographers! I enjoyed spending time and getting to know each ISAP member there. In our yellow safety vests we stood out from the crowd like a group of French political protesters.

I rented one of the new Nikon Z6 mirrorless cameras to try it out and see how it could improve my aviation photos. I did not have time to read the instruction manual before taking it out on the airfield. So, I did not have the sensor cleaning option activated. Big mistake! Because there is no reflex mirror protecting the camera sensor, and with the sensor only 16mm from the lens mounting flange, these cameras are seriously subject to picking up dirt and dust. I discovered this when looking at the images I made of a Belgian Air Force C-130 Hercules practicing touch-and-go landings the day before our Photo Call. It’s a good thing that I stopped at NAFEC to do a little beyond-the-fence shooting before checking into the hotel.

All of the photos I took that afternoon were full of dust spots. Luckily, I had my sensor-cleaning tools in my camera bag so I could clean the camera before the big day.

One thing I loved about the new mirrorless camera is the built-in vibration-reduction capability. For the first time EVER, I was able to take a hand-held shot of the C-130 and the C-2A Greyhound with the big 200-500mm AF Nikkor lens, using a shutter speed of 1/80th of a second, and got a sharp aircraft with full-disc prop blur! Now I can spend $1800 on a new camera instead of $2500 on a gyro stabilizer! WIN! It will take some more shoots before I am fully comfortable with the mirrorless camera for aviation photography. Even though I was shooting at 9 fps in high-speed motor drive mode, I missed every knife-edge pass from both the Blue Angels and the Thunderbirds.

We got to the base before 8 am. Kris Haugh, NAF El Centro’s phenomenal Public Affairs Officer, met us in the parking area outside the main gate.

He welcomed us and did a safety brief to remind us of the ground rules for shooting and staying safe. We then boarded vans and were driven out to the flight line. We had to wait in the vans until the Blue Angels landed after their morning practice.

It was fun to see the Blue Angels and the Thunderbirds lined up facing each other on the tarmac.

We were reminded that the Thunderbirds were there for training, which is why they flew only three planes in the diamond formation, along with the two opposing solos. It made for some interesting formations.

When the Thunderbirds finished their practice, we were bused back to the base for a two hour break before the Blue Angels afternoon practice session. We took the opportunity to use the men’s room and then have lunch. They had hot BBQ sandwiches and cole slaw for sale, along with souvenir challenge coins and patches available for purchase. Then the outgoing and incoming base Executive Officers welcomed us.

While we were eating lunch, two C-2A Greyhound carrier delivery planes were doing touch-and-go landings on the main runway. Some of us went outside and shot some photos of them as they circled over the base.

After lunch we were driven back out to the airfield and photographed the Blue Angels’ afternoon practice session. When they were done, we

got back in the vans and were driven out to the other runway, near the Landing Signal Officer (LSO) shack to photograph any other aircraft that may come in. One of the really interesting factors about shooting at NAF El Centro is that one never knows what aircraft may show up to practice landings, to refuel, or for some other reason. NAFEC has no aircraft of its own permanently based there. Instead, it is a training and transit base. Because El Centro is near the Arizona border, it is close to many of the training, bombing and gunnery ranges used by U.S. armed forces and allied aircraft. Army, Navy and Marine Corps helicopters; Navy, Marine, NATO and other allied fighter jets or cargo planes could suddenly appear over the broad horizon and land at NAF El Centro.

As luck would have it, the only action we saw that afternoon was when two Marine Corps CH-53 helicopters took off. We waited in the shade of the vans to protect us from the hot sun and spent a couple of hours talking, joking and getting to know each other. Just before sunset, we rode back to the base PX where we could buy some more souvenirs and cold drinks. We then went to the Burgers and Beer restaurant in downtown El Centro for our traditional post-photocall dinner.

I look forward to the next ISAP event to get together with these and the other great photographers of ISAP.

Michael Pliskin

NICK NELSON

5am; the alarm rings at a hotel in El Centro California. The day has finally come; El Centro Spring Photocall 2020 has arrived!

I was extended the privilege to attend what is considered a bucket list item of photocalls. This wasn’t my first time to El Centro for the Blue Angels winter training but it was my very first ISAP photocall. I was really excited for the opportunity to attend but I really didn’t know what to expect. After some emails that were exchanged with schedules and meet up times, everyone met up the night before the photocall for dinner and to finalize plans for the next day. Things were going to run a little differently this time around. We were all required to be at check-in earlier than usual due to some guests that would be practicing as well.

Those guests turned out to be the USAF Thunderbirds. It is a very rare sighting to see the Thunderbirds and Blue Angels together at NAF El Centro and that made this photocall even more special.

Everyone met at the main gate to check-in by 0800 and after a short safety briefing by PAO Kris Haugh we were loaded onto the buses

and off to the base. The schedule had us at show center 0900 for the Thunderbirds practice. Everyone was eager and ready to get those money shots. The sky was a bit overcast in the morning so getting great shots of the Thunderbirds would pose challenging. After the Thunderbirds practice we loaded up the bus and headed to building 4015 for our one and only break of the day. Here lunch was served which was pulled pork sandwiches with coleslaw. After lunch we had a Q&A session with CO Capt. Derrick Kingsley and Executive Officer Cmdr. Jeremy Doughty.

Now it’s 12:25 pm so it’s time to load up on the bus and back out to show center for the Blue Angels practice. The skies had cleared which made for some great shooting conditions. After the Blues were done, we then loaded up on the bus for our final point on base to shoot from, 50 ft from RWY 26.

The Thunderbirds/Blue Angels practices were absolutely awesome to shoot. We even got to see a C-17 drop in to pick up gear for the Thunderbirds journey home. This photocall was going smoothly, that is until we arrived at RWY 26 for our final spot of the day. I can remember

in the back of my mind something ISAP Predsident Larry Grace had told me, (“it can be feast or famine out there”). This is where famine reared its ugly head. It was a Friday and there wasn’t much on the schedule so we just made the best of it and the ISAP members had a good time getting to know each other.

Even though we got skunked out at RWY 26 I wasn’t even a bit upset.

Sure, it would have been nice to have those two CH-53’s come land on our runway but I had an absolute blast shooting those Blues Angels and Thunderbirds. It was such a rare opportunity that I am grateful for.

I had a great time meeting the other ISAP members and the down time allowed me to get to know them a little better. These guys are some talented photographers and even better people. I am honored to shoot with you guys anytime. A special thank you goes out to our president Larry Grace for making this all possible for us and extending the privilege for me to attend. I would like to thank PAO Kris Haugh.

Kris does a fantastic job organizing these opportunities for us to be a part of. Overall it was a great experience that I am fortunate to have been a part of. I look forward to crossing paths with you all again at future events.

Nick Nelson

Nick Nelson

PAUL CSIZMADIA

Photographers, Precision Flight Demonstration, and Sunny California all came together on the last Friday in February, at a place known as Naval Air Facility El Centro. The winter home of the US Navy’s Blue Angels this day was not only the home of the ‘Blues’ but also hosted the visiting USAF ‘Thunderbirds’ as both teams would historically take to the air in separate practice sessions to the delight of the assembled photographers, ready to capture their performances.

The ISAP contingent fielded 12 member photographers, including a number of new faces on their 1st El Centro Photo Call as well as some of us that had been to prior ones. Great stories, a chance to meet new friends, exchange ideas and techniques, and the opportunity to connect with old friends in addition to awesome performances by both demonstration teams made for a great day.

At the end of the day, a quick trip to the base exchange to pick up some cool souvenirs and swag followed by the customary debrief at ‘Burgers & Beer’ made for a perfect ending to a great day.

Many thanks to the NAF El Centro Commanding Officer – Capt. Derrick Kingsley USN, the Public Affairs Officer – Mr. Kristopher Haugh, and all of the support staff for hosting the photo call and allowing us photographers to come on board, and of course ISAP for providing us members the opportunity to participate in the event. For those ISAP members that have not participated in a photo call, it definitely needs to be on your list.

ROB TABOR For me El Centro has always been on my “to-do” list, but has repeatedly fell victim to other life events that have prevented me from checking that box. I had originally planned to be shooting at Star Wars Canyon the week of the photocall, but as we all know, the tragic events of last July has led to curtailed flying activity at the Canyon, which have yet to be lifted and left me with a week of vacation with no solid plans.

So when the announcement for the photocall went out, it seemed that the stars may have finally come into alignment for me to scratch my El Centro itch, so I threw my hat in the ring and crossed my fingers.

As days until the selection announcement went by, I started to feel a little like a kid waiting on Christmas and as luck would have it, Christmas came early, and I somehow made the cut.

I finally got into town around four, and being an old retired Air Force guy with access to the base, I thought I would poke around and see if I could confirm the “White Jet” rumor. As I approached the main gate, I could see a C-17 tail in the vicinity of the Blues parking ramp and I quickly put two and two together and it added up to Thunderbirds!

After entering the base, I drove past the C-17, and my suspicions were confirmed, the Thunderbirds comm. cart had just been off loaded, and driving a little farther revealed Thunderbird 7 sitting on the Blues ramp.

It turned out that the rumor was true and this was shaping up to be an interesting week indeed. By this time, it has been a long day already and I had confirmed what I had hoped to, so I decided to forgo trying to shoot any late afternoon activity and headed to the hotel.

Having never attended a photocall, I was at a bit of a loss as to what lens focal lengths I should use, so I started looking through past photocall stories in ISnAP issues and came up with a tentative plan.

I was able to have a phone conversation with Larry prior to leaving and I ran my thoughts about my lens choices by him, and as always, he gave some great advice and insight about things to consider that really helped cement my equipment plan.

I was up bright and early Wednesday morning, choked down the free breakfast at the hotel (trust me, you get what you pay for) and headed the end of runway 12. As I turned on to Low road, I had plenty of company, there were several trucks ahead of me and a few behind.

Fortunately, I had arrived early enough to get a spot practically on runway centerline. I was disappointed to see that the famous hay bales were absent this year, but standing in my truck bed gave me enough height to shoot over the fence. Kris Haugh, the El Centro PAO showed up to watch the morning practice launch with us.

Since having the entire week off, I planned on arriving early to shoot outside the fence for a couple of days before the photocall. I hit the road bright and early Tuesday morning, I was somewhat dreading the ten hour drive ahead of me but at the same time; I was driven by the prospect of the El Centro experience. As the hours ticked by on the drive south, the monotony was interrupted by a cryptic phone call from someone who shall remain nameless, stating that there may be “White Jets” playing at El Centro and that I was sworn to secrecy until this was confirmed. Needless to say, this news pumped new energy in me for the remainder of the drive.

The Blues morning practice went off as usual and though I didn’t get to experience the solos departure, the four ship is still impressive and you definitely feel it in your spine! There was some sporadic late morning activity, some Helos and departures/recoveries of the VFA-106 Hornets who were on Det. from Oceana. Since all the local traffic was landing on RWY 26, I moved down to that end of the field to catch some arrivals. Not too long after that, the moment that had been much anticipated came to pass when the Thunderbirds checked in on tower freq.

Once in the viewfinder, I immediately noticed that “one of these things was not like the others”, in fact it was something I had never seen (or heard of) before, there was a “WA” gray tail in number 4 slot position.

As usual, upon arrival the T-Birds set about conducting their site survey.

The site survey was briefly interrupted by an unsafe gear indication on “#4” and after some in-flight trouble shooting; it was decided that “4” should attempt a precautionary landing. Fortunately the landing was uneventful and the remainder of the team continued the survey.

Prior to the Blues afternoon practice, I received a text from Jeff Krueger that he had made it in to town and was on his way to the end of the runway. It was a pleasure to finally meet Jeff and we also met up with Tom Spanos. It was good to see Tom again; he and I have shot together the last couple of years on the California Capital Airshow Photo Tour.

Afternoon practice went as planned and my position at the end of the runway afforded me an opportunity to get a “nose to nose” shot of Thunderbird 5 on takeoff, unfortunately, the shot was less than ideal due to the amount of heat haze at that time of day. Hopefully, I would get another chance in the morning.

Once afternoon practice had concluded, we adjourned to the hotel to download cards and charge batteries, so that we could do it all again

on Thursday. That evening Jeff and I met up for dinner and had a great time talking about our photography experiences and getting to know each other. While at dinner there was a local news story being played on the bank of TVs over the bar showing the Thunderbirds arrival, little did I realize what effect that would have for the next day.

Thursday morning came early and it almost seemed like there should have been a Sonny and Cher song playing on the clock radio, and I could have sworn I saw Ned Reyerson at breakfast. If I had to keep repeating one day, shooting the Blues and Thunderbirds practicing together wouldn’t be a bad one to keep reliving.

I headed out to the base at roughly the same time as the day prior, this time, as I made the turn on to Low road there was a noticeable difference in the amount of traffic. Once at the end of the runway, there was easily double the amount of cars than the day before and they just kept coming. Not sure if it was the news story or just seeing them overheard, either way, the word had definitely got out that the Air Force was in town.

Since this was my first trip to El Centro, I really didn’t have any idea of how many people normally turn up to watch practice, but from what I

Being gracious hosts, the Blues allowed their guests to take to the air first. The heat haze that plagued Wednesday afternoon’s T-Bird practice had not yet developed, making it possible to get a cleaner nose to nose shot of Thunderbird 5’s takeoff, which I would have to be happy with, since 5 didn’t go up for afternoon practice.

After the morning practice the crowd thinned out a bit, but was back with a vengeance after lunch. The remainder of Thursday practice went as scheduled. Some of us decided to leave a little early during the blues second practice to get back to the hotel to go through the usual routine of cards, batteries, etc, before the group dinner that night. Jeff did a great job of picking out a restaurant and working all the logistics of getting the group together.

At dinner, it didn’t take long before we were all talking, laughing and telling “war stories”. It was great to finally meet the group in person and really get to know each other. After dinner, Jeff ironed out all the final details for the group meet up time and carpool plan for the next morn-

ing, and then we all headed back to our hotels, eager for what the next day held for us. Friday morning all went to plan and we all made it to the parking lot with time to spare. The process of the PAO giving the safety briefing, getting us checked in and loaded on the buses went as good as could be expected and we were soon on our way to show center to shoot the Thunderbirds practice.

After the first practice we took a lunch break for a couple of hours.

Even during the lunch break there was an opportunity to shoot.

Two C-2s were working the pattern and their downwind leg was taking them right over us. After lunch it was back to show center for the Blues second practice of the day. By this time the cloud cover that had moved in Thursday afternoon had started clear out and the light was much better than in the morning. Once the blues had released the air field, we were off the end of the runway for the remainder of the day. Once off the buses we were greeted with zero activity, and it remained that way for the rest of the day, except for a couple of Marine CH-53’s that departed in our general direction, but were horribly backlit. I’m not going to lie, I was disappointed to say the least, but I knew going into this, that was a distinct possibility. As the old saying goes, “You pay your money, you take your chances”. Needless to say, it was an anticlimactic end to week that held a lot of promise. It was not a complete loss though, I got to meet, laugh and talk aviation photography with a great bunch of guys, and to me, that’s what the spirit of ISAP is all about.

Finally, I would like to thank PAO Kris Haugh and all the personnel of NAF El Centro that made this Photo Call possible.

Rob Tabor

was told, the crowd that gathered was significantly larger than normal.

Once again, the Base PAO Kris Haugh showed up, and this time he brought along the Base Executive officer to watch the show (and presumably to check out the riffraff hanging out around his Base).

SCOTT GERMAIN

Scott Germain

TOM SPANOS

The 2020 El Centro Naval Air Facility Photo Call was my first event with the International Society for Aviation Photography. I was excited to be picked and knew it would be great time with great people. I started planning what gear to take and read past Photo Call write-ups to get a sense of what to expect. One item I noted was people with ladders.

After learning that some people would be shooting outside the fence line the day before the call, I adjusted my travel plans to arrive on Wednesday and made a quick trip to Home Depot for a three-step ladder.

Upon arriving at my hotel, I immediately noted members of the Thunderbird team in the lobby and concluded that besides the Blue Angels, the T-Birds were also practicing at El Centro. What a great time for a Photo Call! Thursday morning, I met our Person-In-Charge, Jeff Krueger, and followed him down the back roads to the fence line at the end of Runway 30. After staking out a spot for our vehicles among the other photographers we connected with Rob Tabor who was a familiar face from the California Capitol Airshows. As the day went by other ISAP members such as Tyler Hernandez come by for introductions and networking.

The Thunderbirds did a full rehearsal at 0800 followed by the Blue Angels at 0930. The ladder was a great thing to have since it allowed me to shoot over the fence and get some great head-on takeoff shots. The afternoon had more rehearsals with the Thunderbirds at 1300 and the Blues at 1430. While at the fence line we also had a chance to spend time with Public Affairs Officer Kristopher Haugh and the base Executive officer who had come out to see all the aviation paparazzi. A great chance to get familiar with our hosts and talk about what to expect during Friday’s time on base. Thursday night Jeff pulled everyone together for dinner at Famous Dave’s Barbecue as we continued get to know each other, Jeff went over the rules of engagement for the Photo Call and organized the Friday carpooling to the base.

Friday morning, we departed the hotel at 0630 to ensure we would be in position at the gate for the arrival of PAO Kris and the associated check-in process. While waiting everyone got busy trading Instagram information.

I never made time to set up my Instagram, so it has now moved to the top

of my to-do list. Once the safety brief and ID checks were complete, the caravan of base vans and buses shuttled the 12 ISAP members and around 60 other photographers out to the runway for the morning practice of the Thunderbirds at 0930. Just before launch the morning haze dissipated to provide great light with scattered clouds. After the T-Birds landed, the Blue Angels taxied by our group and proceeded to execute an impressive rehearsal. We were then shuttled to Runway 26 for more photography opportunities. Unfortunately, they were few and far between. But lots of time to trade more tips and stories. The sunset shooting was waved because of the lack of traffic and the group headed out for one last gathering at Burgers & Beer.

Many thanks to Larry Grace for setting everything up, to Jeff Krueger for executing the plan and looking out for us, to our host Kristopher Haugh and all of the base staff, and to all the great ISAP members I spend time with. So, when’s the next one?

Tom Spanos

TYLER HERNANDEZ

This was my first photocall and to say I was excited, would be an understatement. It was a pleasure meeting other ISAP members from across the country. We all swapped stories, tips, and jokes throughout the day. This photo call was special in that, we had the privilege of going on base to capture both the visiting USAF Thunderbirds, and Blue Angels winter practice. I was able to snag a rare shot of Thunderbird #1 riding in the back of Blue Angels 4’s jet.

It was great to meet fellow ISAP Members, and be able to see both the Thunderbirds and Blues practicing together. I look forward to many more ISAP events in the future.

VINCE YARBROUGH The morning dawned overcast and cold at this years spring photo call.

Despite the gray start to the day there was an excitement in the air.

All you had to do was look past the fence line and you could see two rows or aircraft. One was the Air Force Thunderbirds and the other the Navy Blue Angels. This group of photographers was getting a rare opportunity to watch the Blue Angels and Thunderbirds practicing at NAF El Centro. As we were driven out to the point on the field where we would be for the day, the Blues were ripping past over head as they did their first practice of the day. All of the us were chatting excitedly as we hustled off the buses to start snapping photos. Once the Blues had finished their practice it was time for the Thunderbirds. It was really fun getting to see these two teams practice one right after the other.

I have seen both teams before but I really noticed the differences in each team’s performance.

Next it was time for lunch then back out for the Blue Angels second practice of the day. By the time we got back out to show center the Blues were almost ready to go. As they taxied out they came right past us no more that 100 feet way. This was by far the best part of the day for me since you normally don’t have an opportunity to get this close to a jet that is taxiing by. When the Blues were in the air, the skies had cleared, the sun was out and it was perfect weather to watch them practice. What an amazing day this was at NAF El Centro and I would like to thank Kris, the PAO for putting so much effort in to making this happen. I would also like to thank the Skipper and Executive officer for taking time out of their busy days to speak with us. The professionalism of everyone at NAF El Centro was exemplary.

HERITAGE FLIGHT CONFERENCE 2020 Article and photos by Geoffrey Arnwine

For many years it has been my dream to travel to Tucson, Arizona to attend the annual United States. Air Force Heritage Flight Training and Certification Course held at Davis-Monthan AFB. This year, after many months of planning and preparing, I finally had the opportunity to go for the first time.

Popularly known as the Heritage Flight Conference, this training exercise is the grand opportunity to watch every one of the Air Combat Command single ship tactical demonstration team perform all together at one place, with each of them performing at least twice a day as well as flying in formation with various warbirds.

My trip began on a busy Thursday night when I got off a long day of work to travel to Oakland, California and fly down to Tucson. The flight down involved a stop in Los Angeles until I finally made it to Tucson at midnight. I only had about five hours of sleep but was still prepared to wake up early in the morning.

On Friday, I had the opportunity to be escorted on base. While there, I had the chance to get up close to each of the aircraft on the ground that was visiting for the event as well as talk with many of the members

on each demo team. Bleacher seats were set up to watch the aerial activities and during that time I got to visit with a couple friends that I know. While there, I even got to interview F-16 and F-22 Demo pilots Maj. Garret “Toro” Schmitz and Maj. Josh “Cabo” Gunderson.

The following Saturday, I tried something different by spotting outside of the base in a popular area where many photographers like to take pictures of the event off Irvington Road. There I had the chance to talk to a group of photographers, some I already knew and others I met for the first time. It was an excellent area to shoot and the moon was also visible in the sky as a nice backdrop for multiple pictures I took. Despite dealing with many bees, I still had a pleasant time spending a full day out there.

Sunday morning marked the end of my visit as I had to fly back home to get prepared for work the coming week. Being able to go out there for two full days was a blast and I look forward to returning in the near future. Special thanks to Davis-Monthan AFB Public Affairs Officer 2nd Lt. Dorothy Sherwood and the many others who made my stay there a success!

Geoffrey Arnwine

jumping into 2020 W I T H

T H E

Article and photos by Marc Farb

G O L D E N

Being an ISAP member and also a Technical representative for Sigma has allowed me to experience some unique opportunities over the past few years. This year started out without exception. ISAP was invited back to the Golden Knights training camp for the second year in a row which I was lucky enough to attend. First and foremost a big thank you to ISAP President Larry Grace and Kevin Hong for establishing this relationship and opportunity. Thank you to Major Mark Snowbarger Operations Officer of the Army Golden Knights for allowing us to come and see the training and allow me to work with his team for the second year in a row. During the visit I worked with the Golden Knights two Media Relations photographers/Videographers, SSGT Charles Brock and SGT Brian Collett. While they are media relations for the Golden Knights their job description is combat photography. The time I spent with them was a long day that started before sun up at 6am and ended after 5pm by the time we were finished putting gear away.

Each year the Golden Knights take about 8 weeks between late January and mid March to travel down to Homestead, Florida for the winter training camp. Each year the Golden Knights Black and Gold teams invite other jump teams from around the world to attend the training

K N I G H T S

camp. This year’s guest list included the Red Devils from The United Kingdom, The Silver Wings, USAF Wings of Blue, US Army SOCOM Para Commandos, Black Daggers and of Course the Gold and Black teams of the Golden Knights.

The training camp in Homestead Florida is perfect because of the mild weather during the cold winter months. The training allow the teams to learn from one another working on communication, techniques as well as safety and above all accuracy during their jump demonstrations.

The day starts in the dark with the teams getting gear together and checking equipment before the first briefing. Charles, Brian and I took advantage of this and got our gear together and made a rough plan of attack to covering the day. We were able to talk about the photo gear that we were currently using and also work in several new lens options that I brought with me for them to try. There is a tremendous amount of activity that goes on before the first mission at sunrise.

The safety checks, briefing of the day and then the dirt dives (practice on the ground of formations done in air).

There are also support team members that are set up on the practice field that include medics and team members to critique and watch the landings. In the air, the pilots get the teams to the drop zones without incident and the crew chief that keeps them informed during their lift to the drop zones. The practice field is a 100 x 100 foot area set up on base with two landing zone targets that they need to hit.

I had the chance to split my day up several times in the landing zone and flying with the teams on a few missions. Shooting the teams on the ground is just as daunting as in the air with them. While some images may look like chaos they are always checking each others gear for

the safety aspect to make sure that chutes deploy properly even after hitting the ground. They check on each other and review the jump.

I have had the chance to shoot the Golden Knights many times from different aircraft at airshows and watch them do what they do best, but I have to admit watching from the ground in the landing zone is just as awe inspiring to see them in groups of 10-20 members doing formations and free falling at speeds of up to 160 mph then break away from each other and hit the landing zone one right after the next like rush hour at the busiest airport in the world.

Marc Farb

Marc Farb

Marc Farb

Marc Farb

In the past years more and more aviation evening/nightshoots are being organized in Europe. Some of these are taking place at active airbases but most are organized at museums or restoration hangars.

These events are a good chance to shed some light on history the amazing work of volunteer restoration groups which are preserving iconic aircraft types.

On the 21st of December 2019 I had the nice opportunity to join a small group of enthusiasts for an afternoon and evening shoot of a Belgian Mirage 5 BD (dual-seater) - preserved at the former airbase of Sint-Truiden, Belgium.

A small group of former pilots and technicians of the Belgian Air Force are keeping this aircraft in an immaculate condition. They are known as the Mirage 5 BD 09 Restoration Group and can be easily found on FB. A few times per month they organize an open-door event where the aircraft can be viewed with other activities and merchandise available.

The chance of a nightshoot could not be missed and so close to Christmas it was a good way to end a very full plane spotting season.

Back in 1968 Belgium placed an order for 63 Dassault 5 BA (single seat), 16 Mirage 5 BD (dual seat trainers) and 27 BRs (single seat reconnaissance version). The Mirage 5 was basically a ground attack version of the highly successful Dassault Mirage III with less sophisticated avionics. The aircraft were operated by Belgium until the early 90’s when the end of the Cold War and subsequent reduction of defense budgets led to the rationalization of most air forces.

The event started at 14:00 with a short briefing on the activities of the day and our group of around 30 spotters accompanied the aircraft in its short towed trip to a deactivated runway of the base that would be our setting for the photoshoot.

We had good weather for December and we took photos during daylight all running into the night – the short day gave way rapidly to the night. For the evening and night time lights were installed around the aircraft in various positions. The aircraft was also turned around to have various positions for the photographs.

The event was a true recognition for a beautiful aircraft and the restoration group members proved to be hospitable hosts. Hope you enjoy the pics and everyone can visit the aircraft in Belgium.

MIRAGE 5 N I G H T

S H O O T Article and photos by Dragos Munteanu

Dragos Munteanu

VIRGINIA BEACH POLICE DEPARTMENT HELICOPTER UNIT

Article and photos by Rick Charles

The resort city of Virginia Beach doesn’t quickly come to mind when discussing large U.S. cities but this coastal city of nearly half a million year-round residents is the most populous city in the Commonwealth of Virginia. Located on the Atlantic Coast in the Hampton Roads region of the state, Virginia Beach is 497 square miles in total size inclusive of waterways and bordered by the Atlantic Ocean on two sides, a swamp to the south and the Cities of Norfolk and Chesapeake to the west.

By any definition, it is a large city with large city challenges, natural and man-made.

Patrolling the skies above Virginia Beach are the pilots of the Virginia Beach Police Department (VBPD) Helicopter Unit, a small team of six sworn patrol officer-pilots who work in pairs to provide aerial support to the departments of four patrol precincts and a growing population that swells significantly during summer vacation months.

The current VBPD aircraft fleet consists of two rotorcraft and several small unmanned aircraft (drones) which fly from the unit’s heliport

located at the city’s main municipal complex situated within the Princess Anne community. Co-located with the Helicopter Unit are the department’s other specialized law enforcement units: special operations command, SWAT and K-9, as well as other non-police functions.

The Unit’s newest primary aircraft is a MD Helicopter MD 530F 4-seat hot rod carrying registration N911VB. Manufactured in 2017, the “MD”, as it is referred by the pilots, is handsomely equipped with a state-ofthe-art sensing, mapping and illumination systems. The “star” of the sensor show is the FLIR Star SAFIRE 380HDc EOIR (electro-optical/ infrared) imaging system hanging below the nose of the aircraft.

The MD replaced a 2007 Bell Helicopters 407 which the city used to own for law enforcement and medevac missions but decided to replace it when the department dropped the medical mission to focus strictly on law enforcement operations.

The unit’s older and less sexy mainstay is a 1989 Bell 206B with registration N200VB. This Bell is a reliable aircraft but not as equipped with high-end sensors as the MD. It is considered the “Ford” of the fleet while the MD is the “Ferrari”, and is often used as a back-up/spare and training aircraft.

VBPD’s Helicopter Unit is also responsible for the nascent drone program consisting of a small fleet of five DJI Mavic 2, Matrice 210 and Inspire 1 unmanned aircraft systems.

The unit is staffed and available for patrol nineteen hours a day from 0700 to 0300 the next morning and can be overhead any part of the city within ten minutes after lift-off. Patrol missions are flown with two pilots who are both trained to serve as a Tactical Flight Officer (TFO).

Being trained as a TFO is the first phase of training for any new pilot to the unit. In the MD, the left side pilot serves as the TFO and the Pilot-in-Command flies the aircraft from the right seat. This is change from how many LE aviation units and the Department of Defense

which configure their MD 530F and MH-6 “Little Bird” counterparts with left-seat command configurations. VBPD decided to go with a right-seat command setup to keep consistency for the pilots as they move back and forth to the Bell 206.

Officers interested in joining the Helicopter Unit as a pilot must have a minimum of three years on patrol and must hope there is a vacancy, not a common occurrence. Candidates are not required to have any pilot certifications but it helps. Initial qualification training consists of 300 day hours and 50 night hours after TFO training before being released as a Pilot-in-Command.

Rick Charles

On the days on my photo shoots, I had the pleasure of being hosted by one of the Unit’s two certified flight instructors, a pilot who has been in the unit for 20 years, and one of the newer pilots who was still in qualification training. They were very welcoming and gracious hosts who made these photographs possible.

Rick Charles

T O G I W HO SHOT! E H T

ats

a Amb

sic

by Jes

DAHER TBM 910 An enjoyable shoot away from busy airspace.

Hoosier National Forest, IN Camera equipment and settings Camera: Canon 5D Mk IV Lens: Canon 24-105mm f/4L ISO: 100 Shutter speed: 1/125 Exposure: Auto, Shutter priority Edited in Photoshop

T O G I W !

O T H O H S E H T é

by Jos

mos

M. Ra

In April of 2014 I was asked by VAQ-141 Lancers to document the last of their operations with the EA-6B Prowler at NAS Whidbey Island.

The event was to include air-to-air images and for that, the Lancers asked for the support of VAQ-129 Vikings, which in turn asked if I wouldn’t mind shooting some images for them. Needless to say I was happy to do so. The flight for the Vikings included some passes around Mt. Rainier which was shrouded in clouds, which luckily was to provide more mood than had we had a clear day and a mountain peak in the background.

Fenix 517 and 571 orbit over Mt. Rainier’s summit.

Camera equipment and settings Camera: Nikon D7100 Lens: Nikkor 16-85mm f/3.5-5.6 @ 35mm ISO: 100 Shutter speed: 1/500 Exposure: f8, Aperture priority Edited in Photoshop and Nikon Capture NX2.

: L A N R U O J N O I S S C O MI D 9 2 B H T WI G N I R U TO photos b Article and

y Brett Sch

auf

Sunset at Flying Tigers, Chino with the Lockheed Electra and Doc.

On September 12, 2019, the restored B-29 known as Doc departed for his first trip to the West Coast since being retired to China Lake, California in May of 1956. Our schedule included tour stops at Albuquerque, Phoenix, Van Nuys, and Chino with air shows at Miramar, San Diego and the California Capital Airshow in Sacramento. Additionally, we were able to add a stop at Inyokern to revisit the location Doc was taken upon being rescued from the China Lake Naval Weapons Base.

First Leg - Albuquerque, NM (Sept 12 - Sept 15) Our first stop was Cutter Aviation FBO in Albuquerque. We arrived a few days prior to a presidential visit which made for some interesting air traffic as heavy transport planes were flying in and out in advance of the visit. One of the highlights was a crew outing to the National Museum of Nuclear Science and History.

Brett Schauf

We had a great turn out both days for ground tours and ride flights.

We even had one of our visitors bring out a classic red vintage Ford Cobra for a photo shoot with Doc.

Engines 1 & 2 out the navigators window.

Welcome to Albuquerque - a C-130 on approach as VIP guests tour Doc.

The crew enjoys some free time touring the National Museum of Nuclear Science & History.

B-29 Doc and the Cobra.

Second Leg - Phoenix, AZ (Sept 16 - Sept 18) Our second stop was the Cutter Aviation FBO at Deer Valley Airport in Phoenix. The flight from Albuquerque to Phoenix presented us with some amazing views of the high desert mountains as well as giving us some time for crew training. Despite triple digit heat on the runway we had great crowds both days as well as sold out ride flights.

Third Leg - Van Nuys , CA (Sept 19 - Sept 22) At Van Nuys we were hosted by Clay Lacy Aviation, and were honored to have Clay personally come out and meet us before we departed.

Once again the aviation community did not disappoint as we had two full days of ground tours and sold out ride flights.

Brett Schauf Doc on final approach during a Ride Flight Experience at Van Nuys.

Fourth Leg - Chino, CA (Sept 23 - Sept 26) HIgh winds and plenty of sunshine greeted us in Chino and despite our merchandise tent nearly being blown away we had an amazing tour stop. Our host FBO for this event was the amazing Flying Tigers Aviation, whose staff went well beyond the call of duty to make our visit fantastic.

Our tour stop was a cooperative event with Planes of Fame Air Museum and we had great attendance to the museum and our plane from the aviation community.

5th Leg San Diego / Miramar, CA (Sept 26-Oct. 2) Miramar was our first airshow of the West Coast tour, and in my opinion is one of the top shows we have attended. Although we were only on static display for the show and did not fly, we had a tremendous reception and visitors lined up from the time the show opened until after it closed to tour Doc. The show itself was a fantastic display of Marine Corps and Naval aviation featuring F/A-18’s, A-10’s, Osprey’s and the VTOL F-35. Even with a cloudy low ceiling day on Saturday the Blue Angels and Royal Air Force Red Arrows were able to perform their amazing shows.

The weather Sunday was near perfect and the large crowds were thoroughly entertained but all the performers.

We also took a crew break for a few days in San Diego and were able to visit the beaches, enjoy some local seafood, while managing to do a small amount of maintenance and upkeep on the plane.

Chino airport from the tinted Fire Control bubble.

V-22 Osprey slow pass in front of crowd.

Brett Schauf

Crossing the Beach heading to Miramar.

6th Leg - Sacramento / California Capital Airshow, CA (Oct 3 - Oct 7) Our flight into Sacramento afforded us a very special moment as we joined up with the Blue Angels for a photo shoot.

Airshow highlights included performances by the Blue Angels, an appearance by the U-2 spy plane and a show flight by Doc B-29.

While at the airshow we also ran into a group of rogue photographers led by Larry Grace.

7th Leg - Inyokern, CA (Oct 8 - Oct 10) Our tour stop in Inyokern was a bonus addition to the schedule after we were paid a visit at Chino by a representative from China Lake Naval Station to discuss the possibility of us stopping there.

The reception we received at Inyokern was one of the most surreal moments of the entire trip. From the moment we opened to the public, we were overwhelmed with visitors, many of whom waited over 2 hours in the desert heat to get a tour in the plane. We were also blessed with the opportunity to meet so many of the volunteers and heroes that helped pull Doc out of the Desert in 1998. Our crew was very humbled and honored to be able to bring the restored Doc back to the China Lake /Inyokern area.

All flight experiences quickly sold out and the attendance for the ground tours was so great that we had to stop admittance early in order to get everyone that showed up through the plane before darkness set in.

Needless to say, we are anxiously awaiting a return trip to Inyokern!

During the 28 days our crew definitely formed a special bond while being able to share the Doc experience with so many people.

PIC Mark Novak flying formation with the Blue Angels.

Blue Angels join Doc for a formation flight and photo shoot on the way to Sacramento.

Image captured from the tail gunners position.

Brett Schauf

One of the original volunteers who helped pull Doc from the desert finally saw the B-29 up close since the first time after the restoration.

During the 28 days our crew definitely formed a special bond while being able to share the Doc experience with so many people.

Crew Members: PIC: Mark Novak PIC: Steve Zimmerman SIC: Sean Elliott SIC: Bruce Granheim SIC: Micheal Rowden SIC/FE: Ken Newell

FE: Shad Morris Scanner: Scott Sarver Scanner: Frank Berry Scanner: Pete Liedich Josh Wells Brett Schauf

Fact Sheet Days on tour- 28 Miles flown - Nearly 3,000 NM Passenger ride flights - 19 B-29 Doc Flight Experience flights; more than 130 passengers flown Estimated number of cockpit tours - More than 50,000 people were given cockpit tours; more than 500,000 people saw B-29 Doc while on static display.

Camera Gear Special thanks to the Sigma Corporation for letting me demo the 60-600mm sport lens on this trip as well as the 14-24mm and 24-70mm. All three lenses were phenomenal, but I especially enjoyed the versatility and quality of the 60 - 600mm as I documented both Doc and some of the airshows.

NIkon D-850, D-810 and D-500 Sigma 60-600mm, Sigma 14-24mm, Sigma 24-70mm, Tamron 70-200mm, Nikon 200-500mm

Brett Schauf

Rainy departure as the crew poses for a photo prior to take off.

A Weekend at Old Rheinbeck Aerodrome Article and photos by John Ford

The original idea behind the museum came about in the 1950s when Cole Palen first acquired a half a dozen old WW I aircraft from a museum that was being torn down. After years of working on his dream, Cole opened his museum in 1958. Over the years more aircraft have been acquired and the museum now boast over 60 aircraft. Most languish

in 3 hangars across from the gift shop/museum. However there are a dozen or so that fly every weekend from June to the end of October.

The airshow they put on is a bit hokey but the people seem to like it.

It starts with a fashion show and then a parade of vintage cars.

The flying starts after the parade of cars and is a mix of keystone cops and demos of some of the older aircraft that just hop down the runway and others that do fly-bys.

There is the ever persistent battle between the good and the bad as a DR-1 duels with a Spad. It’s all in good fun and entertainment.

The aircraft and the work shops are up close and accessible. The staff is friendly and answer all of your questions happily. For a $100 you can get a 15 minute ride over the Hudson River Valley in a 1929 New Standard D-25, complete with helmet and googles.

John Ford

The approach to old Rheinbeck Aerodrome is through a beautifully wooded country road, giving you an actual feeling of going back in time both figuratively and actually. Rheinbeck is a museum unlike most others, here they actually fly the aircraft they have collected. As Cole Palen has said many times ”If it doesn’t fly its not and airplane”. To that end every Saturday and Sunday they fly the 1909 Bleroit, Camel, Spad, Jenny, DR-1 and many others. Some like the Bleroit only do a straight line hop down the grass strip, but it is flying, the proof is the pilot’s scarf flowing wildly in the wind.

John Ford

John Ford

The National Norwegian Aviation Museum

Marc Schultz

Article and photos by Marc Schultz

It has always been a dream to board one of the famous Hurtigruten Cruise Ships in Norway and travel on the traditional post-ship route along the country’s stunning coast line. This long time desire became a reality in March 2019 when I sailed from Bergen to Kirkenes and back on the MS Vesteralen, one of Hurtigruten’s smaller vessels.

What made the trip even more interesting was a stop at Bodø, the 50,000 resident provincial center of Nordland, north of the polar circle. Bodø is also known as home to the National Norwegian Aviation Museum which is located at the local airport, which is quite close to the town’s center. The place was opened by King Harald V in 1994 and is one of the largest aviation museums in Scandinavia.

Another place not be missed is the Norwegian Armed Forces Aircraft Collection at Gardemoen Airport near Oslo which had been previously featured in the April 2019 edition of ISnAP magazine.

All shots in this feature have been taken with a Sony Alpha 6000 including the Sony SEL 18135 and Sigma 16mm / F1.4 lenses. Software used in post-production: Adobe Lightroom and Skylum Luminar 4.

The museum’s building in Bodø resembles a large propeller and covers both a civil and a military exhibition, which contain some remarkable examples of Norwegian Aviation History. In March 2019 the collection included - among other aircraft - the following types: Canadair CF-104 Starfighter Consolidated PBY-5A Catalina De Havilland DH.82 Tiger Moth De Havilland DH.98 Mosquito De Havilland DH.100 Vampire Fairchild PT-19 Cornell Focke-Wulf Fw 190 A-3/U3 Fokker C.V-D - 349 Gloster Gladiator II Junkers Ju 88 A-4 (on display is a crashed aircraft) Kjeller F.F.9 Kaje I - 33 North American F-86F Sabre North American T-6/J Harvard Northrop F-5A Freedom Fighter Northrop RF-5A(G) Freedom Fighter Petlyakov Pe-2FT (Cockpit) Piper L-18C Super Cub Republic F-84G Thunderjet Supermarine Spitfire LF.Mk.IXe For more information visit www.norwegianaviationmuseum.com, the museum’s official website.

Mark Novak, Chief pilot for Doc B-29, watches as the Blue Angels transition to lead during a formation flight prior to the California Capital Air Show. October 3, 2019 - NIkon D850, Sigma 14-24.

Marc Schultz

Marc Schultz

A Blast from the Past Part 1: Aeropark Budapest Article and photos by Marc Schultz

Close to Budapest’s Ferenc Liszt International Airport lies one of Hungary’s Aviation heritage hot spots - the Aeropark open-air aviation museum. The museum documents the history of Hungarian civil aviation and features most aircraft that had been operated by the former national airline Malév. The museum was opened to the public in 1991.

The shots in this set had been taken during a museum tour in Hungary in the summer on 2011. In 2017, the museum had to be closed temporarily due to an extension of a nearby parking lot which made it necessary to relocate the exhibits. As of today it is operational again since June 2017. Quite practical: Aeropark has its own stop on the route of the 200E bus to Budapest. There is also a close parking lot. For more information visit www.aeropark.hu, the museum’s official website.

The aircraft on display at Aeropark include, among others, the following types: Lisunov Li-2 (HA-LIQ) Il-14T (HA-MAL) Il-18-V (HA-MOA) Il–18V HA-MOG Tupolev Tu-134 (HA-LBE)

Tu-154B-2 (HA-LCG) Yak-40 (HA-YLR) Yakovlev Yak–40E (HA-YLR) Antonov An-2M (HA-MHI) Mil Mi–2 (HA-BCB)

Finally some additional information about the photo’s background: The camera used to shoot these pictures was a rather small but very practical NIKON Coolpix P7000 which I mainly used for traveling until around 2012. All shots had been reloaded in December 2019 and postprocessing was organized in two steps: For the initial tonemapping I first used the current version of Skylum’s LUMINAR 4, which features a very practical “AI Enhancer” function. This controller works with AI-based algorithms which are capable of providing stunning and instant improvements to the original, and rather old, RAW-files - at least in most cases.

After that first “creative” tonemapping, all pictures had been finished as usual in LIGHTROOM CLASSIC. Despite the fact that this workflow sequence has really accelerated my “post-production” routines, it brings a lot of fun. So I have decided to reprocess some more “historic” RAW-files in the near future and “A Blast from the Past” will be continued.

Marc Schultz

CLASSIC JET AIRCRAFT ASSOCIATION (CJAA)

TEXAS JET BLAST

Article and photos by Gary Daniels

Classic Jet Aircraft Association members ‘feel the need for speed’ while learning enhanced flying skills.

Unlike many countries around the globe, the United States enjoys a vibrant general aviation environment. One can use the analogy of a rare gem with many facets when describing general aviation in America.

Some facets that help to shape this rare gem are training, continuing education, flight safety regulations and processes, high maintenance standards, and airport infrastructure across the land, as well as the freedom to fly. Other facets represent how the public interfaces with general aviation through airshows, fly-ins, and unique flying events.

And of course, the facets that represent the aircrews, aircraft mechanics, and the myriad of aircraft categories and types complete this rare gem giving it a value beyond comprehension.

On November 7, 2019, a hard-blowing and raw, cold front was sweeping across North Texas and the Sulphur Springs Municipal Airport (KSLR) causing a change of plans to the first-ever ‘Classic Jet Aircraft Association (CJAA) Texas Jet Blast.’ Russell Armstrong, event coordinator, was frustrated but determined to make the best of the situation. Only two aircraft had arrived ahead of the front the day before. Most event attendees had changed plans to fly in early the next day. Luckily, Rus-

sell had scheduled a tour at the American Legend Aircraft Company production facility at KSLR on the bad weather day. American Legend is the maker of three extraordinary Cub variants. With the cold wind howling outside, Owner/CEO Darin Hart walked the group through the process of turning the multitude of pieces and parts into the Legend Cub, the Super Legend, and the three-place MOAC (Mother Of All Cubs) jokingly referred to as a “Cub on steroids.” It was an outstanding tour.

The rest of the day was spent talking aviation and waiting for Mother Nature to take her mischief elsewhere.

Overnight, the front moved on, and the whine of jet engines was heard over KSLR early Friday morning. By 9:00 a.m., six classic military jet trainers were on the ramp, and aircrews were shaking hands and heading to the first briefing of the day. This was a great relief to Russell. He had been coordinating the event for months. Russell lives in Commerce, Texas, about 30 minutes from Sulphur Springs and has been flying since he was a teen. He even owns the wonderfully restored yellow Piper J-3 Cub he soloed in when he was 16. In 2017, he became a jet owner and has been hooked since.

Russell became a member of CJAA and, in 2019, raised his hand to coordinate an event in Texas. Deciding on the location was the easiest

From left to right: 1969 Aero L-29 Delfin (N7857Y). Pilot Gary Cole, instructor John Stewart.

1970 BAC Jet Provost Mk.5 (N287XW). Pilot Rich Dawe, crew Steve Jones.

1985 SIAI-Marchetti S-211 (N123VV). Pilot Nathan Harnagel, crew Wes Huff.

1981 Aero L-39C Albatros (N339DM). Pilot Rick Boone, instructor Scott Glaser.

1984 Aero L-39C Albatros (N178CW). Pilot Russell Armstong, instructor Charlie VandenBossche.

decision of the million details in the planning. Russell has known Joey Baker, KSLR Airport Manager, for many years. Russell said, “When I asked Joey if he was interested in having the CJAA event at KSLR, he was instantly on board and was integral in helping plan the event.”

KSLR has a 5000 x 75 feet concrete runway, plenty of Jet A, and Russell’s good friend, Roger Elliot, graciously offered his large ‘ultimate man-cave’ hangar for the event. The pieces fell together nicely on the location for the first ever Texas Jet Blast. Russell also worked with the FAA to establish a 6000-foot long by 3000-foot wide surface to 6000foot high aerobatic box with several FAR’s waived, speed and altitude restrictions among others. Russell designated two practice areas beginning 10 miles north of KSLR. Designated ‘Charlie’ and ‘Delta,’ they were approximately 25 miles long and 15 miles wide so that the jets could do air work at altitudes between 8,000 to 10,000 feet. Formation flights were conducted at 200-230 knots so large training areas were a must. By the end of the first briefing of the event, Russell was ready to get his L-39 airborne. The last statement on Russell’s briefing handout said it all, “Have fun. Learn things. Be safe.”

Zach McNeill is the current president of CJAA and acted as safety officer, check pilot, and low-level aerobatic instructor during the Texas Jet Blast. The word ‘impressive’ seems lackluster in describing Zach’s

career in aviation. Flying since he was a teen and serving in the U.S. Navy flying the Sikorsky SH-60B Seahawk, Zach holds a long list of examiner, check pilot, and instructor credentials. He has flown more than 250 aircraft types including the Russian Mi-24 and Mi-2 helicopters. He is also on the board of the World Heritage Air Museum and a Designated Pilot Examiner for the panhandle of Florida and the State of Alabama. He has also raced at the National Championship Air Races in Reno, flying a De Havilland Vampire and winning a bronze flying a L-39C. Zach donates a considerable amount of his time helping pilots become better pilots. He said, “My role at the Jet Blast is to observe and orient the pilots in the right direction and to make the right decision for each pilot as to what they are ready for next.” He further added, “My goal is to NOT be irreplaceable. I want to train others to eventually be able to do my job.”

The CJAA was founded in 1989 to create an association to represent the classic jet community. Today, the CJAA has approximately 240 members representing more than 30 surplus military turbine-powered aircraft types from ex-US military fighters and trainers to various makes of foreign jets. A key component of the CJAA mission states, “CJAA will also demonstrate our commitment to the safe and professional

Gary Daniels

C.

Rich Dawe’s Jet Provost is striking in its 1970’s RAF trainer livery. The design of this trainer gives it a ‘muscular ruggedness’ as compared to the sleekness of the other trainers attending the Texas Jet Blast.

operation of our aircraft by the continuous development of safety, training and maintenance programs…” A CJAA Jet Blast event is designed to teach enhanced flying skills to member pilots and strengthen the classic jet community. Jet Blasts are focused on aircraft-specific training and checkout, general safety training, Formation and Safety Training (FAST), proficiency checks, and aerobatic instruction.

In the United States, there are approximately 1,000 privately-owned classic jets. And, the numbers are growing! The FAA closely regulates the ownership and operation of these aircraft. Many jets have restrictions placed on them which dictate where they may be flown and for what purpose. Most are licensed in the “Experimental and Exhibition” category, which means that they can only be flown to and from air shows and displays, for pilot proficiency and other specific activities.

They may not be used as “personal transportation” aircraft. Currently, the CJAA is working with the FAA to rewrite regulations affecting classic jet operations.

Many of the owners/operators of these aircraft have backgrounds in military aviation, and others have hundreds of hours of flying time in civilian-operated jet aircraft. There are stringent government-mandated pilot training requirements. New jet owners often find other CJAA members to be a valuable resource of information and experience.

Many of the classic jets have been imported from other countries like Canada, France, Poland, Czechoslovakia, Russia, Yugoslavia, and others. When these countries remove the aircraft from their military inventories, they occasionally make them available on the worldwide market. Some have been imported to the U.S. where they are assembled, restored, inspected, certified, and sold to private owners, collectors, and museums.

When an aircraft comes into the U.S., all weaponry has to be removed or made permanently inoperable. These aircraft are usually inspected by three government agencies: US Customs, the Bureau of Alcohol Tobacco and Firearms (ATF) and the FAA. These agencies ensure that the aircraft does not have any weapons. Additionally, most owners remove much of the wiring and equipment which once operated the aircraft’s weaponry. This saves weight and makes the aircraft easier to maintain. Some jets may display guns, bombs, or missiles at airshows, but these ‘weapons’ are lightweight replicas or original guns with barrels welded close. Case in point, Russell’s L-39 has hardpoints for one missile rack on each wing. He has the racks and two dummy missiles.

Russell said, “They look cool on the airplane but add 200 pounds and create drag which means extra fuel. So, I leave them in the hangar!”

Owning a classic jet is not for the faint-hearted. Getting ‘in the game’ may seem like a bargain with some of the jets going for as little as $30-50k. But, the low initial acquisition cost of these aircraft is offset by higher operating costs. Many of the older turbojet engines gulp in excess of 200 gallons per hour. More expensive jets, like the L-39, with the medium bypass turbofan engines are more efficient but still burn 140-160 gallons per hour in high altitude cruise. At today’s Jet A

Instructor Charlie VandenBossche takes the controls and inverts Russell Armstrong’s L-39 during an air-to-air photo session.

fuel costs that comes mighty close to $1,000 per hour of flight time.

Multiply that by 100 or so hours of flying a year and a classic jet can drink up a college fund, not to mention avionics upgrades, and various maintenance issues to consider. But, like any other activity that is a passion, the expense is insignificant in relation to the sheer thrill provided by piloting a high-performance jet aircraft. Ask any of the pilots that attended the Texas Jet Blast!

Attending the Texas Jet Blast was a blend of CJAA member pilots and instructors. The experience, knowledge base and skill level present were exceptional. Joining Zach at the instructor level was John Stewart, Mike Steiger, Scott Glaser, and Charlie VandenBossche.

Each of these gentlemen have very impressive flight resumes. The pilots attending were Russell, Richard Dawe, Gary Cole, Nathan Harnagel, Ed Covington, and Rick Boone, and each was eager to get in the air since a day had been lost due to weather. Documenting the event was writer/photographer Gary Daniels and photographer/videographer Erik Johnston. Erik also mounted multiple GoPro cameras on the aircraft to capture video for documentation and training use. Over the course of the three days, multiple training flights were flown, keeping the Charlie and Delta practice areas occupied. Working on 2-ship formation, lead and wing work was the primary focus. KSLR is only 75 feet wide, so element takeoffs (2-ship) were not allowed. Once in the practice areas, pilots practiced FAST formation maneuvers using only hand signals for communication between aircraft. Maneuvers included Echelon, Close Trail, Lead Change, Cross Under, Extended Trail Chase, and others.

Over the course of the event, four and five ship formations were also flown practicing Echelon, Parade, Vic, Finger 4, and Diamond formations. For the pilots, this was a real thrill having the opportunity to fly their jets in formation, or individual wing work, and to have an instructor on board to give advice and encouragement. Gary Cole brought his L-29 to the Jet Blast and commented on his experience after the event, “John Stewart was my instructor on all of my training flights, and he was fantastic. The best part of the event for me was having John as my instructor!” Rick Boone flew his L-39 with Scott Glaser as his instructor.

Rick said, with an effacing smile, “Scott is an excellent instructor with a lot of patience.” Richard Dawe purchased his Jet Provost in early 2019 and came to the Jet Blast to give it a workout, Richard said, “Russell did a great job organizing the Jet Blast. I can’t say enough. And, having the opportunity to fly with the caliber of pilots there was exciting.” Unfortunately, the aerobatic box was not put to use since one full day was lost to weather, and the pilots focused on more fundamental flying during the remaining three days.

The aircraft flown at the event were a unique mix of classic foreign jet trainer hardware. Gary Cole has owned his 1969 Aero L-29 Delfin (N7857Y) since shortly after it was exported into the U.S. in 1999 and certified. Aero Vodochody is the Czechoslovakian aviation manufacturer that built the L-29 between 1963 to 1974. About 3,600 were built with more than 2,000 serving in the Soviet Air Force. Gary’s L-29 was one of those Russian birds. The L-29 was the standard trainer for the air forces of the Warsaw Pact countries serving in the basic, intermediate

One of the two Victory Flight Training SIAI-Marchetti S-211s participating in the Texas Jet Blast. Because the shoulder wing design creates excessive distance for landing gear extension, the S211 uses a strong, fuselage housed tricycle landing gear configuration.

Texas Jet Blast organizer and pilot Russell Armstrong.

Frank Crebas

Rich Dawe piloting his Jet Provost during a formation training sortie.

Gary Daniels

and weapons training roles. It was designed to be easy-to-build and maintain and very rugged. It was also designed to operate in difficult environments including unprepared grass and sand airstrips.

The aircraft has a reputation of being a very safe aircraft due in part to its intentionally designed stable flight characteristics. It sports an unswept mid-wing with large flaps, air intakes within the wing roots, and T-tail arrangement. Perforated airbrakes are positioned on each side of the fuselage. The L-29 is a tandem seat trainer with both seats under separate canopies. The instructor sits slightly higher in the back cockpit to better oversee the ‘student’. Powered by a single Motorjet M-701c 500 Turbojet that produces up to 1,960 lbf of thrust, the L-29 can scoot along at up to 400 mph. Gary said, “I cruise at about 240 knots to keep my fuel burn around a gallon a mile. It drinks the fuel!”

The L-29 was also used in active combat in the numerous skirmishes the Soviets and third world countries flying the Delfin have fought.

The Egyptian Air Force used L-29s in a ground attack role against the Israelis in the 1973 Yom Kippur War. By 1970, the L-29 was reaching the end of its usefulness and was gradually phased out in favor of the L-39.

Since cleared for import into the U.S. in the 1990’s, the L-29 has been a popular racing jet even posting laps at Reno at 500 mph and above!

Russell and Rick arrived at the Texas Jet Blast in their Aero L-39C Albatros. Russell’s 1984 L-39 (N178CW) was painted by a previous owner in a USAF Thunderbird paint scheme. Rick’s 1981 L-39 (N339DM) is in the livery of the East German Air Force. Both aircraft are striking in appearance.

In the late 1960s, Aero Vodochody began design for the L-29 replacement. The result was the high-performance L-39. In production from 1969 to 1996, 2900 were built and served with more than 30 air forces around the world. Aero Vodochody continued their design philosophy of flexibility, simplicity and ruggedness with the L-39. And, onboard systems were simplified to minimize maintenance. The aircraft has stable flying characteristics. The cockpit is tandem and, like the L-29, the back seater sits higher for better visibility of the forward cockpit.

Both cockpits have separate canopies like the L-29 as well. The straight, low-set wing has permanently mounted 26 US gallon wing tip tanks.

There are options for larger tip tanks and an internal auxiliary tank.

The tall swept tail has an inset rudder and side-by-side airbrakes are located under the fuselage ahead of the wing’s leading edge. 3,800 lbs of thrust is generated by the Ivchenko AI-25TL turbofan with time between overhauls at 1,000 hours, making it an economical powerplant. The L-39 has a decent endurance of approximately 500 miles. And, maximum speed is a nice upgrade from the L-29 at 470 mph. Like the L-29, the L-39 was also used as a ground or light attack platform. Thousands of L-39s remain in service around the world, and more than two hundred have found their way into private ownership in the United States.

When Russell acquired N178CW, he heavily modified both cockpit instrument panels replacing most of the original stock instruments.

The front cockpit panel is a total redesign with a large 10.6” Garmin G3X primary touchscreen display and 7” G3X vertical display used for engine monitoring. A Garmin G5 is used for emergency backup of flight systems, and a GTX 345 remote transponder makes the jet ADS-B compliant. To complete the upgrade, Russell added a GTN 650 GPS / Nav / Comm / MFD, a Garmin Audio Panel and Garmin Auto Pilot. The new panels pull a fraction of the amperage of the original instruments and saved some weight as well. The front cockpit now resembles that of Skywalker’s X-Wing fighter! The rear cockpit panel was also fitted with a 10.6” G3X coupled to the front cockpit unit.

Gary Cole practices the lead position role in his L-29 during formation flight training. Gary said he started polishing his aircraft on a challenge from a friend. After completing the nose panels Cole said, “I flamed out…it was just too much work!”

Gary Daniels Rich Dawe brought his 1970 BAC Jet Provost Mk.5 (N287XW) to Sulphur Springs to reengage with CJAA. He was looking forward to ‘knocking off some rust’ during the event. Rich flew Prowlers in the U.S. Navy, is rated in several classic jets and has raced an L-29 at Reno in 2014.

He is also the president of a college in Arkansas where he started a successful aviation program. Richard said, “I enjoy coming to CJAA events for the camaraderie, flight discipline, and experiencing the thrill of flying a jet. It has never left me.”

Rich’s Jet Provost sports Royal Air Force trainer deep orange and white livery. The Provost does not have the sleek appearance of the other jets on the ramp at the event. It has more of a rugged and muscular look.

British Aircraft Corporation (BAC) produced the Provost from 1955 to 1993. The muscular look was a deliberate aerodynamic design feature to avoid speed, focusing instead on good handling characteristics and ease of stall and spin recovery. Unlike the other jets attending, the aircrew sit side-by-side in the Jet Provost. Entry into the cockpit

requires a touch of mountain goat having to climb the wing, stand on top of the intake then step down into the cockpit. The entire canopy slides backwards and up allowing for entry. The fuselage is built in two sections. Forward of the engine bay to the nose is a double frame construction to absorb wing and engine loads. Aft of the engine bay is a semi-monocoque construction. All fuel is contained in the wings and 50 U.S. gallon wingtip tanks. The Armstrong Siddeley Viper Mk-202 powerplant produces 2500 lbf of thrust for quick acceleration. The Jet Provost is a relatively inexpensive jet to purchase, and the airframe and powerplant are known for low maintenance making ownership not as hard on the bank account as most classic jets. Rich plans to add a smoke system this year and earn his aerobatic performance card so he can awe the airshow crowds.

Victory Flight Training, based in Denton, Texas at Denton Enterprise Airport (KDTO) own and operate two SIAI-Marchetti S-211s. Victory offers military jet flying and training for any level of aviator that wants

Night shoot of Rick Boone’s Aero L-39. Note the unique insignia of the East German Air Force on the vertical.

to experience flying a jet. Nathan Harnagel and Ed Covington flew the Victory Marchettis, 1987 N250CF and 1985 N123VV, to the Jet Blast to join in the fun. Both aircraft served in the Republic of Singapore Air Force before coming to the United States, and both are painted in differing orange and white trainer liveries.

1,000 miles. Like all trainers, the S-211 was also developed for close air support and reconnaissance missions. As for avionics, N250CF has been upgraded with the Garmin G3X and GTN 750, and N123VV has the original military avionics. Both of these jets are available to fly if one feels the ‘need for speed!’

The S-211 was built as a military trainer by SIAI-Marchetti from 1981-1994. Approximately 60 S-211s were produced, with many going to the Republic of Singapore Air Force and the Philippine Air Force.

This sleek shoulder-winged aircraft is largely composed of composite materials. The aircrew sits in a tandem arrangement with a large canopy covering both cockpits. The S-211 is powered by a single Pratt & Whitney Canada JT15D-4C turbofan with 2,500 lbf of thrust cruising the Marchetti in the low 400’s.

The consensus of all involved in the first ever Texas Jet Blast is that it was…well…a blast! In short, the aviators came together in the true spirit of aviation, of their own volition, on their own dime, to advance their flying skills in the unique aircraft category of classic jets. More polishing of the priceless rare gem that is general aviation in the America.

The aircraft sits on a sturdy tricycle landing gear and only needs around 1,300 feet for take-off and landing having a decent range of about

MEET THE MEMBERS

BERNIE KOSZEWA Started photography in the 1960’s while serving in Thailand as an aircraft electrician. Stepped away for a number of years to run my own business. Went digital in 2016 doing freelance and had opportunity to start shooting for EAA then and have been ever since. No formal photography training, just kept at it and learned from whatever sources became available. Having been a pilot and being around aircraft most of my life satisfied my need to be around aviation and the creativity photography provides.

I lived in Milwaukee as a child and for the past twenty seven years still reside in Neenah, WI. Just twenty minutes from EAA. I have been attending since it was founded.

I’m a die hard Canon shooter. Have two 5DmkIV’s, Canon 28-300mm (my personal favorite), Canon 24-105mm, Tamron 15-30mm and 150-300mm. Along with all the normal goodies we lug around. Most air show shooting is with the 28-300mm and the 150-300mm lens.

I shoot everything in JPG. Keeps the file size down and adds a little to my FPS. Was referred to Jim Koepnick by a friend from EAA, gave him a call, reviewed the web site and this looked like something worth belonging to serving a good purpose.

I have spent the last two years mentoring another gentleman who this year will have his first opportunity to shoot at EAA as a member of the team. My advice for any new photographer to aviation, do your homework on the tricks of the trade and get out there and shoot all you can.

Purchase what equipment you need not necessarily what you want.

Bernie Koszewa

CHRISTIAN MOGENSEN

I’m a semi-professional photographer with a background in art from the Minneapolis, Minnesota area. Aviation has been a passion of mine for as long as I can recall. I grew up under the pattern of Flying Cloud Airport in Eden Prairie, MN. KFCM is a very busy GA airport, and used to house the Planes of Fame “East Museum” on-field before they moved everything out to Chino, CA. My aviation bug was fueled by seeing and hearing planes day and night, along with the occasional hardware Planes of Fame would send up. I began taking photos of planes on film in the mid ‘90s when I was 16 and could finally drive myself to KFCM to visit the museum or KMSP to watch commercial operations.

Marketing is my day-job, and I hold a Bachelor of Fine Arts (BFA) degree in design from the University of Nebraska. My BFA program had a strong emphasis in art history and also enabled me to create work in a variety of mediums such as drawing, painting, ceramics, sculpture, print making, textile/clothing design, and graphic design – my primary emphasis. Photography, especially history of photography, was an area I felt drawn towards. To this day, I still love studying black and white photography and I’m influenced by classic photographers such as Henri Cartier-Bresson, Paul Strand, Berenice Abbott, and Ansel Adams.

While away at college in Nebraska, I was fortunate to have access to airshows in Lincoln, Omaha (at Offutt AFB), and the Strategic Air Com-

mand Museum to keep my aviation cup full. I purchased my first digital camera in 2000, a Nikon Coolpix 880, and have upgraded several times since then like many of us have. Fast forward a bit to 2013, I earned my PPL and really enjoy flying. I’ve taken a brief hiatus though to grow my family, but plan to get back in the sky someday. Photography helps keep me engaged with aviation - it’s the perfect marriage of my passion, education and talents.

I shoot with a Nikon D750 and own a few too many lenses. For static displays or miscellaneous ground work I use a variety of Nikon lenses, primarily a 50mm 1.4D, 85mm 1.8D and the 18-35mm 3.5-4.5G ED. For moving targets, I use the Sigma 150-600mm 5-6.3 DG OS HSM C. This might be blasphemy, but I have never owned, nor have I ever shot with a 70-200mm. I really need to get out more!

RAW or JPEG? RAW all the way man. Whether this aligns with one’s personal beliefs or not, historically, photos have always been edited quite a bit in post. This goes all the way back to the early days of photography with dodging and burning for hours in a darkroom with chemical fumes that could choke a horse. RAW provides the most digital information to edit photos and create the best image possible, whether that’s the most true-to-life image or something more artistic.

With a graphic design background, I’m well versed in the Adobe Creative Suite and prefer Photoshop and Camera Raw for photography.

I hate to admit it, but I’ve used Lightroom very little and should really grind through some YouTube tutorials to keep up with the Joneses.

ISAP represents a great opportunity to connect with others who are passionate about aviation and photography. I look forward to connecting with fellow members to share in this craft, gain more exposure to aviation, and hopefully contribute as well.

My advice to new aviation photographers? Photography is like basketball... you’ll miss 100% of the shots you don’t take. Film is cheap these days, so take lots of shots!

Christian Mogensen

Christian Mogensen

DAVID DOW I’ve admired and followed the work of several ISAP photographers for years. Thanks to the encouragement of Mike Collins, I decided to join the association!

I spent most of my working-life in the construction safety equipment business. There are a significant number of fatalities each year in trenches and excavations. In 1993, my wife and I started a company that rented and sold equipment, and offered training, to stop those fatalities from occurring. TrenchSafety and Supply, Inc. was based in Memphis (where I live) with offices in North Little Rock, AR and Nashville TN. In mid-2016, we sold the company, and since mid-2018, I’ve been retired.

Although I’ve been interested in photography and videography since the mid-70’s, I became serious at TrenchSafety. We published multiple safety training programs, two books, web sites, a newsletter and had

active YouTube and Vimeo channels. We constantly needed high-quality images, and videos, showing the right and wrong ways to shore trenches. That helped me justify buying more camera gear!

I’ve always been interested in aviation, in fact, I started to take flying lessons in high school, but I was also interested in amateur radio. Couldn’t do both, so I became a ham. I am still licensed (K5DVD) but not very active.

In 1983, I took my first flying lesson. Today, I hold a commercial license with instrument rating, and am working on my air transport pilot’s license. I’ve built 2,000-hours of time as pilot-in-command and own a 2009 Cessna Turbo 182T. I base the plane at M01, on the northwest side of Memphis. I also own a hangar at KHBZ (Heber Springs AR, about 60 mi N of Little Rock), where I have a second home.

I am primarily self-taught, in terms of my photo skills. I’ve attended multiple Kelby seminars, bought dozens of books and magazines, read newsletters, watched YouTube videos, and been a “sponge” for new info.

Historically, I’ve shot Nikon. I recently switched to Sony. My primary camera is the A7RIII, with Sigma 14-24mm f2.8, and Sony 24-105mm f4 and Sony 70-200 f2.8 lenses. (Any suggestions for a longer tele-photo, for airshows?)

I’ve been shooting RAW for 7-8 years. Use the Adobe Creative Suite of products, including Premiere Pro. I’ve included a handful of my aviation photos, a couple from TrenchSafety, and a casual portrait of two of my grand-kids. I owned the red Citabria (N524BT) for close to ten-years. It was a blast to fly, but not very practical for long cross-country flights. The image of the Chicago skyline was shot from the Citabria with my iPhone. The bright red

shoring system, at the construction site, was supplied by my company.

The contractor was installing a large underground waste-oil tank for the Tennessee Air National Guard, at KMEM. System saved the contractor a ton of money, helped provide a safe jobsite, and met all of OSHA’s requirements. The folks standing in front of the large trucks were part of TrenchSafety’s staff at Memphis.

With almost 30,000 images in my Lightroom catalog, I don’t have as many aviation images as I’d like. I look forward to meeting more ISAP members and contributing to the association, developing my skills, and adding more aviation photos!

David Dow

Karl Saad

NICK NELSON I’ve shared a passion of aviation and photography at an early age. Growing up in Detroit Michigan I remember being around 5-6 years of age and “taking photos” with my parents Kodak Instamatic flash cube camera. I think it was the flash of those little cubes that really captured my interest. For years since I always either borrowed cameras or had hand-me-downs from my parents. The first real camera I had purchased was a Nikon D70. That is when photography became more serious for me. Not just as a way to capture a moment in time but as an art form and a way to tell a story of the subject. The eye of that camera had seen a lot and I have learned a lot over the years.

The majority of that learning has been from watching YouTube videos and now KelbyOne videos.

I was also introduced to aviation at a young age. My father would play these old WWII films and watching those warbirds soaring through the air was very captivating for me. It was then at a trip to Mackinac City, Michigan, (after many many attempts at pestering my mother for a ride in a seaplane) that my mother caved in and let me take that seaplane ride. It was a Cessna 172 with floats and IT was a

ride of a lifetime. I was 8 years old. I can still remember the sights and sounds of that flight as I am sharing this with you. My parents encouraged my passion and at age 15 I had my first solo in a Cessna 152 at Detroit City Airport.

A successful check-ride at age 16 has always been a proud moment of mine. Aviation has always been a huge part of my life. I had worked in the field for years and was working my way to Florida to attend a flight academy for the airlines. Around the same time an executive from Chrysler automotive gave me an opportunity and it changed my path in life. I didn’t get to be that airline pilot but with my time at Chrysler I got something even better; I got to meet an amazing woman that is now my wife.

Phoenix, AZ is now where my family and I call home.

I live in an area that has an Air Force Base and I love hearing and seeing these birds flying overhead.

I still get to fly from time-to-time and my aviation photography has ramped up more than it’s ever been.

I am currently working on a photography business that includes commercial, architectural and of course aviation photography. It’s really a privilege

to be able to experience what aviation has to offer and the wonderful people I get to meet. Aviation has such a great community and I thank you all for sharing your piece.

I currently have a Nikon D750 and D500 in my bag for airshows. I usually keep a long lens such as the 200-500mm or 80-400mm on the D500 for active shots. The D750 with either a 15-30mm or 100mm macro lens for static shots and people. The D500 consistently blows me away with its continuous shooting speed and buffer making it my favorite camera to date for shooting aircraft. I just can’t get over that buffer, (it makes me giggle a little inside every time I use it).

I always shoot in RAW. The flexibility that RAW offers when trying to dial in a photo in post-processing using Lightroom and Photoshop is unmatched. If I am trying to tune a photo in post to what my eye saw or to add a certain feel RAW is the only way to go for me. If I’m posting to social media or sharing smaller images then I will always opt for JPG. ISAP has been the first real photography community that I have been a part of. I have been a member of ISAP since April of 2019. It was a chance meet with Larry Grace at Luke AFB that

encouraged me to join ISAP. I love the idea of a community of aviation buffs that share a common passion for aviation. Looking at all of these amazing aviation images from you talented photographers it really shows. I really look forward to meeting more of you and to continue to see more of those mesmerizing captures. It sure has kept me striving to be better and better.

I never shy away from helping others learn about aviation and photography. Since aviation and photography are both passions of mine, I find it is very easy to sit and talk all day about it. It never gets old for me. I am currently enjoying sharing my two passions with my young son. It’s really something to see my little guy taking photos at airshows and being amazed at those flying wonders just as I did as a kid. My advice to new aviation photographers is to not be afraid to ask questions. We learn new things each and every day. By asking questions you may just grab onto that one piece of advice that will elevate your skills and get you to where you want to be.

PATRICK COMTOIS I would like to take this opportunity to thank ISAP for their role in promoting a love of aviation. My love of aviation photography was sparked when my father took me to my first military air show to see the USAF Thunderbirds.

I remember watching him take pictures in wonderment as the jets screamed by. I currently live in Westland, Michigan and consider myself a serious amateur photographer. I have been fortunate enough to work with our local historical museum in the preservation of several of their warbirds which fly across the US at airshows.

My training and education have come primarily from attending various workshops and through online communities. I primarily shoot statics and ground to air but would not pass up a good air-to-air opportunity should it come my way.

My primary rig is the FX Nikon D5 along with a super-telephoto lens like the 200-400mm. Statics are primarily shot with a 24-70mm or 16-35mm and once in a while a fisheye should the situation demand it. All my files are shot in RAW and post-processed in both Adobe Lightroom or Photoshop.

Photography is a journey and one thing that I have learned is the importance of giving back. I enjoy sharing what I have learned on my blog and in tutorials with the hope of kindling the love of aviation photography to the next generations. I always tell budding young aviation enthusiasts that they should ask questions, seek out more experienced photographers to learn and try to align themselves with reputable organizations or perhaps even pilots.

Most of all, I share that aviation photography can be a business or just a hobby but it is important to have fund and enjoy the ride.

SANDRO SARTORI

I was born and raised in North Italy, but twenty years ago I moved to Silicon Valley to work in high tech industry. I live in Fremont (CA).

I am a semipro; when not photographing airplanes (I love military jets and old warbirds), I try to keep my skills current by taking pictures of the closest flying subject, such as birds (eagles, hawks, egrets, etc.), so wildlife has become my second interest. Mostly, I try to capture those fleeting moments in which shapes, colors, light, and subject come together. There’s still plenty to learn, but when it happens, there’s beauty and deep emotion, not to mention it’s magical, fun, and worth it!

I don’t have formal studies in photography, but I like to read and learn about it a lot, both on the technical and the “artistic” side, while (slowly and safely) trying new techniques or settings.

I can’t remember when my fascination with planes started, but it definitely came from my dad, who also liked aviation a lot. In elementary school, I was already reading aviation magazines and books, building models, and when I could, going to airshows; the faint sound of a jet engine outside was enough to make me run out of the house looking.

I always loved airplane pictures (I had notebooks and notebooks of them, cut out from magazines, newspapers, and even chocolate bar wrappers), but I didn’t have much interest in taking pictures with film cameras myself. It all changed with digital photography, and it somehow all started to fall into place (I am an engineer by trade); the next step was to experiment with it at an airshow. The first results were

mostly bad, but the few interesting ones kept me going and going.

The same is true today. The few special keepers make sorting through a day’s work fun.

I routinely use a Canon 5DmkIV, with a 7D II as a rare backup; at airshows, my go-to lens is the Canon 500mm II F4, sometime used with a 1.4X extender for tight shots, and always handheld, since I like to change angles and “work the shots”. You can spot me among other photographers since I don’t use any kind of strap for the cameras or lens, initially for weight reduction, then just for habit.

The typical workflow is based on RAW, since it gives me more latitude about corrections than JPEG; postprocessing is done through Lightroom, with detours into Photoshop only in a minority of special cases. For noise reduction, I have also started using Dxo Photolab.

I have joined ISAP (which I found through a web search) in January, since I’d like to network more with photographers with similar interests (I haven’t met many in my area), and I was really impressed with the quality of the member’s work. I am not a member of any other professional photography associations.

I enjoy sharing about photography and my aviation passion, and I am thankful for the kind people that helped me start. Sometimes a few kind words can make all the difference!

Sandro Sartori

SERGIO MARASCHIN Hi, I’m Sergio Maraschin, Located in Granite Bay Ca. I am a Now a semi-pro photographer. I studied Photography at Foothill Jr. College in Los Altos Hills, CA., conjunction with Commercial Advertising. I also spent a few years in apprenticeship with Ansel Adams many years ago.

I started and got interested in aviation photography when my Father let me use his range finder; we just happen to live on or near the flight path of then NAS Moffett Field, now Ames Research Center.

I use Nikon equipment. D7200 with 10-20 mm wide angle, a 24-105 mm medium range , and 80-400 mm. The combination I used for airshow are 10-20 mm and 80-400 mm) I prefer to shoot in JPG. The reason why is because I’ve sent many images and have been published in many publications, many times the request has come this a 24 hrs deadline, so I make it easy for the publisher to receive jpg at 300 dpi for quick color separation in CMYK printing process.

I prefer Photoshop but occasionally use Lightroom.

Why during my 20 years working as a photographer in a major Aerospace Company it was Photoshop that was the common software used.

As a former member, I decided to rejoin the group after a few years absent from the group. ISAP was brought to my attention by my friend and late co-worker, former member Les Baldwin. I also belong to: (IAPP) International Association of Press Photographers.

Many times I see young people struggle to get their first image at an Air show. I take the time show them, my advice to them to understand the best possible image, what shutter speed and aperture setting.

I take pride to show them and to see the smiles on their faces when they got the first image. Most of all be patient.

TOM SPANOS

My name is Tom Spanos and I currently live in the Santa Clarita Valley of Southern California. I began a career in engineering at Lockheed Martin and the Skunk Works after graduation from Purdue with an Electrical Engineering degree. I recently retired after 39 year with Lockheed, allowing me more time to pursue photography adventures.

I fall into the advanced amateur category based upon scores my images have earned in the limited number of competitions I’ve entered.

My interest in aviation photography is a natural outcome of years working around aircraft and pilots.

adjustments). I shoot almost exclusively in RAW and work the images in both Lightroom and Photoshop, augmented with the DxO Nik Collection 2 plug-ins.

While dabbling in photography during college, I got more serious once I started earning a regular paycheck. My film-based days found me using Olympus SLR cameras and lenses. After a number of years, I did a sidestep to more mobile Olympus pocket cameras so I could use them while snow skiing or cycling. With the advent of digital photography, I transitioned back to larger cameras with the Canon Rebel series and have been a Canon shooter ever since. I’ve evolved thru the 40D, 50D, 7D, 7D Mark II, 5D Mark III to get to the 5D Mark IV. Currently I do most of my day-to-day shooting with a pair of 5D Mark IVs, one with a medium telephoto and the other with longer glass. For airshows I alternate between the Canon 100-400mm Mark II (with and without the 1.4 extender) and the Sigma 60-600 (with a heavy dose of micro

I find I’m often a person people approach for advice on what types of gear to buy, where shot, the best ways to use their cameras, and suggestions on how to improve their images. Additionally, there is alot of peer-to-peer, bi-directional mentoring going on with members of the organizations I belong to, especially while out shooting.

While my photo interest includes landscape, wildlife, sports, and music; aviation always holds a special place in his heart. In 2019 I shot 9 days at 4 different air shows, as well as an additional 6 days at Star Wars Canyon / Jedi Transition. Non-aviation photography includes work at a number of music festivals and for various musicians.

I joined ISAP in 2018 after meeting Larry Grace at the California Capital Airshow and have been very happy with that decision. I’ve found reviewing the images in each month’s ISnAP magazine to be very helpful in learning different approaches for compositing images, especially static aircraft. Besides ISAP, I’m a member of Santa Clarita Valley Photography Association, Lancaster Photography Association, and Professional Photographers of California.

Tom Spanos

ZACHARY HAJIC Hi, I’m Zach Hajic. I am currently located in the area of Santa Barbara, California. I have been interested in both aviation and photography for as long as I can remember.

Having family that has worked in the aerospace industry and being around aviation for my whole life is where I believe my interest in aviation came from. Eventually, I put these two interests of mine together and started taking photographs of any and all aircraft that I saw. I am an amateur photographer and I am self taught, having never taken any formal classes or training about photography.

JPG files are mostly just for the ease of quickly sharing photos with family and friends. My software of choice is a combination of Adobe’s Photoshop and Camera Raw plug-in for Photoshop.

I am currently using the Nikon D850 as my camera. With that, I am using the Nikon 200-500mm as my primary lens for aircraft flying at airshows. I also use the Nikon 24-85mm for shots of static aircraft. Occasionally, I also use the Nikon 70-300mm for flying aircraft if I am in a spot where they are too close for the 200-500mm lens.

I try to help others learn about photography if I can.

If somebody asks me a question I will try to answer it the best I can. A piece of advice I would give to somebody new to aviation photography would be to start at higher shutter speeds to practice panning with the aircraft and work your way to a slower shutter speed when you feel comfortable.

I use the option on the D850 to take photos both in RAW and JPG formats. RAW is my preference for post-processing of my photos because of the data it is able to store. The

I joined ISAP in January of 2020. I learned about ISAP through searching around on the internet for aviation photographs and through some other photographers on social media. I am not a part of any other photography groups.

Zachary Hajic

AIRPLANE SILHOUETTES

by John Ford

Identify these aircraft. The answers are found next to the Kenyon Gyro Ad.

1

2

3

4

5

I

ational Socie ty ern nt

at

h

©

y

A

vi

io n

P h otogr

ap

Dear ISAP members, You have most likely begun to realize that we are deep into uncharted airspace as it pertains to where we go next in the midst of the current COVID-19 Virus pandemic. Events of all types are being canceled by the droves and many schools, even universities are announcing that classes will not resume immediately following Spring Break. Air show season is about to kick off and it seems that our events are not immune to the effects of COVID-19. Several major air shows were canceled over the past couple of days and I think that, realistically, we can expect more of that until we see a dramatic downturn in new cases of this disease.

At this moment EAA AirVenture is still on, but we have seen a lot can change in a short time. Regardless of the direction this crisis takes in the near term, it seems that some basic precautions and protocols are being recommended by the people in the know. We have gone from “don’t worry about it, it’s no worse than the common flu” to “limit contact with others, avoid large gatherings, try to maintain three to six feet of personal space, wash your hands frequently and keep antibacterial wipes by your side for decontamination between hand washes.” No one knows where the next few weeks and months will lead us, but you don’t have to be a genius to realize that this is serious stuff, especially for older people and those with compromised health.

ISAP is a family and your board cares deeply about you, your health and your ability to capture wonderful imagery for years to come. 2020 won’t be the last year for air shows, nor your last opportunity to practice your craft. Please take this threat seriously. Hopefully, it will be over—or at least under control—in the very near future, but until we begin to see that trend, be safe, take care of yourselves, limit risks and we’ll meet up again when we are on the backside of all of this. In the meantime, if there is anything we can help you with, as the leaders of your organization, do not hesitate to contact us, we’ll do all we can to help and or keep you up to date on the current trends as they apply to gatherings like trade shows, symposiums, air shows, etc. Be well and thank you for supporting our organization.

Larry Grace President International Society for Aviation Photography (ISAP)

©Moose Peterson

The Art of Air to Air

Aviation Photography: Post Processing

Aviation Photography: Warbirds and the Men Who Flew Them

VISIT WWW.KELBYONE.COM TO VIEW ALL INSTRUCTORS, GET MORE INFO & BECOME A MEMBER Adobe, Photoshop, and Lightroom are registered trademarks of Adobe Systems, Incorporated. All images courtesy of Moose Peterson.

MULTIFACETED. For the nature photographer who demands a versatile focal length with quick auto-focus and incredible image quality.

500mm F4 DG OS HSM Case, hood (LH1388-01) and filter holder with 46mm WR protector included.

150-600mm F5-6.3 DG OS HSM Case, hood (LH1164-01) included.

150-600mm F5-6.3 DG OS HSM Case, hood (LH1050-01) and Tripod Socket (TS-71) included.

120-300mm F2.8 DG OS HSM Case, hood (LH1220-01) and Tripod Socket (TS-51) included.

100-400mm F5-6.3 DG OS HSM Hood (LH770-04) included.

SIGMA USB Dock The ultimate tool for the modern photographer.

From focus, to AF & OS- customization never thought possible.

Sold separately.

Learn more sigmaphoto.com/usb-dock

Handcrafted in Japan. Our entire line-up on sigmaphoto.com. USA 4-Year Service Protection SIGMA Corporation of America | 15 Fleetwood Court | Ronkonkoma, NY 11779, U.S.A. | Tel: (631) 585-1144 Follow us on Instagram @sigmaphoto and Facebook.com/sigmacorporationofamerica

$3.50 OFF DISCOUNT TO ALL ISAP MEMBERS

LCD Screen Protector

High-quality screen protectors

Custom-fit Japanese technology

I know, I know. Some things just shouldn’t be talked about in polite society. They’re too horrific to contemplate. But that’s why we exist.

At Expert Shield, we looked closely at the screen protector market.

Then we recoiled in horror.

But here’s why you should be telling your Aunty Mabel about us.

We offer a lifetime guarantee. Whose life? The life of your phone, camera or tablet. If you scratch your screen protector, send it back.

If you scuff it, send it back. If it’s rude to its elders, cut off its pocket money and send it back. That’s a no small print, no-scratch, no-bubble, no-quibble guarantee.

You paid a penny or two (probably three) for your Canon 5D Mark III, Nikon D800, Sony A7R II or Olympus OM-D. So how would you feel if you scratched the screen just a few weeks ?

The options seemed to be cheap screen protectors that doubled as clingfilm or expensive screen protectors affordable only by those listed on Forbes. There had to be another way.

We use Japanese Optical Grade CrystalFilm™ technology that comes in three scratch-repelling layers and offers a custom fit that’s as precise as cosmic molecular geometry. Which we made up, admittedly.

Visit ExpertShield.com and select your items.

Click “View Cart” before checkout and click “Use Coupon Code” For the coupon code visit the ISAP newsletter or member log-in section of the ISAP website.

www.ExpertShield.com

ww

w. m

in

ds

hi

r. c o m

at ur e

th n

ea

wi

f tg

ge

ga

en

TH CA E R R CH w YI OIC w NG E w. th SO OF in LU WO kt T I RK an ON IN kp S G F O PR ho R OF to CA E .c M SSI ER O om A NA G E LS AR

LIOE Design is a product company that manufactures their own product designs. Located in Seattle, WA all their products are aviation inspired from their Aero Ti Chopsticks Every product has a story. A reason why a product looks the way it does from function and practicality to aesthetics. All our products are designed with the belief that everyday goods can be extraordinary. We strive to ensure the user is getting the most unique experience and to create a everyday item in a completely re-imagined way. We design to spark imagination and creativity even in the most creative people.

Creating products that inspire design.

1) Air Squadron playing cards This deck of cards has artwork of modern jets and aircraft.

The inspiration was to create a deck of cards unlike other cards, the Kings and Queens are B-2 Bomber and SR-71. The Jokers are the A-10 and F-22. Every card is unique creating the perfect deck for an aviation enthusiast or card collector! 2) Stealth Pen The Stealth Pen has a unique, aluminum uni-body design with four total components making it lightweight as well as easy to assemble and disassemble. The slotted design offers a futuristic touch and cuts down on the weight of the pen while allowing the user a glance at the inside ink cartridge.

3) Titan Business card holder The Titan is aero-inspired minimalist light-weight card holder. The pattern on the front of the card holder is reminisce of a futuristic space door and inspired by the nose of the B29 Super Fortress. Titan has a dark gunmetal gray color and is made from aircraft grade 6061-T6 Aluminum.

LIOEDESIGN.COM Visit their website to learn more about their products

15% discount for ISAP members

For details visit the ISAP newsletter or member log-in section of the ISAP website.

Jim Wilson Photography International Distributor for Kenyon Stabilizing Products 214-796-9743 JW@JIMWILSONPHOTOGRAPHY.COM

Answers to Airplane Silhouettes 1. De Havilland Mosquito Great Britain 2. Fane F1-40 Great Britain 3. Fiat G 55A* Italy 4. Focke Wulf Fw 190 V-19 Germany 5. Grumman A-12 USA

Kevin Hong

Special Offer for ISAP Members

For the special offers check out the ISAP newsletter or member log-in section of the ISAP website.

The Professionals Source Professionals in the world of imaging rely on the professionals of B&H for their equipment needs. We have experts ready to give courteous service with a phone call, a click of the mouse or a personal visit.

Our SuperStore http://www.bhphotovideo.com/find/HelpCenter/NYSuperStore08. jsp?About_Us-The_Professionals_Source pays tribute to the wealth of possibilities available for photography, videography and other media industries. We make the wonders of technology available through our complete lines of photo, video, audio, lighting, pro accessories, computers, data storage, optics, entertainment, projection and surveillance devices, to which we add a wonderful, personal experience for professionals, hobbyists and consumers alike.

History We opened our original storefront in 1973. Our reputation for extensive inventory and intelligent conversation about photography began with our first customer. We grew from a small photography shop in Manhattan’s Financial District to a major supplier of photo, video and audio equipment on 17th Street, with customers returning again and again for our low pricing and high reliability. The new millennium’s explosion of affordable technology for pros and consumers alike brought new lines of computers, home entertainment, and consumer devices, as we moved to our SuperStore: www.bhphotovideo.com/find/HelpCenter/NYSuperStore08. jsp?About_Us-History on 34th Street and opened our cyber-doors at www.bhphotovideo.com. We continue to expand to meet your needs with showrooms, classes, educational and social media, and more.

ISAP Merchandise

If you wish to purchase any ISAP merchandise please email info@aviationphoto.org Send your name and current address and you will be invoiced via PayPal. Shipping cost will be added to your invoice.

Members with an international address will have a higher shipping rate.

ISAP Challenge coin - $10 + shipping ISAP safety vest (Small to X-Large) - $28 + shipping ISAP safety vest 2XL - $31, 3XL - $34, 4XL - $38 + shipping ISAP membership patch - $5 + shipping Limited patch version with Velcro backing - $10 + shipping

I

onal Soc iet nati r e y nt

at

h

©

y

A

vi

io n

Pho

ap togr

www.aviationphoto.org

WWW.NIKONUSA.COM

WWW.BHPHOTOVIDEO.COM

WWW.THINKTANKPHOTO.COM

WWW.SIGMA.COM

WWW.KELBYONE.COM

WWW.REDRIVERPAPER.COM

WWW.DELKINDEVICES.COM

WWW.FULLCOLOR.COM

N

S

F O R AV IA TI PH

T RN A IONAL

TY

O

O

E CI

OTO

Y

IN

H

TE

GRA P

ISAP Board Members President and Board Chairman Larry Grace Vice President and Vice Chairman Jim Wilson Treasurer Gary Edwards Secretary Mike Collins ISAP Board Member George Kounis ISAP Board Member Kevin Hong ISAP Staff Member John Sepp ISAP Staff Member Craig Swancy Chairman Emeritus Jay Miller Airspeed Editor Kevin Hong

Airspeed is a periodic publication of the International Society for Aviation Photography (ISAP) and is used to communicate news, functions, convention information, and other information 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 construed as the views or opinions of the International Society for Aviation Photography (ISAP).

Please contact us at info@aviationphoto.org or isappresident@aviationphoto.org Airspeed is a publication to showcase our members work in capturing aviation events. Anytime you have images or would like to inquire on doing an article for Airspeed contact us via email at info@aviationphoto.org Images should be sized at 3600 x 2400 @ 300 dpi (12� x 8�) in a landscape format only. Submit up to 10 images per article and submit your text in a Microsoft Word document and email a link by using www.wetransfer.com and send to info@aviationphoto.org (Up to 2GB). You can also submit images for review for a future cover or back page display. If any questions you can email us as well to info@aviationphoto.org We look forward to your submission and to showcase your articles and images.