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The pilot of a stunt biplane gives the crowd a fist pump on a low pass during the 2018 Stuart Airshow in Stuart, Florida. Prints, and many other items, are available with this image on my website at www.tom-claud.pixels.com. Check it out and thanks for visiting!
aDaD-- a duck a day :) 2/365
in keeping with yesterday's space theme (apollo11- first footprint), here's a shuttle pilot.
Type - Bulk carrier
I.M.O. - 9296315
Call sign - 3PDG
Length - 176.83m
Breadth - 26m
Gross tons - 17.660t
Deadweight - 28,653t
Draft - 10m
Flag - Panama
D.O.B. - 2005
Yard - Shin Kochi Jyuko,Japan
Owner/manager - Osaka Fleet,Osaka Japan.
DHL Cargo jet at East Midlands Airport at night.
Between Loughborough Nottingham & Derby, Leicestershire. England,
When I was a young boy, I dreamt of one day becoming a pilot. My first completed application packet, including military aviation medical, Flight Aptitude Test scores, interview assessment was simply thrown into the trash, in 1975. I was transferred to another unit and reapplied for Army flight training. I was selected for the US Army Warrant Officer Rotary-Wing Aviator Course, Class 78-37, in September 1977. I entered Army flight school, 27 May 1978, as a "Snowbird" and graduated on 23 March 1979. After separating from Active Duty with the US Army, 23 March 1982, I began my civilian flying career, as Commercial Pilot. Between December 1983 and September 1987, I had airline interviews with United Airlines and American Airlines. Back then, they surely were not interested in former US Army helicopter pilots. I recall during my interview with United Airlines the three senior pilots, whom flew during WWII, seated across the table interviewing me were making jokes between themselves about helicopters. I was not selected. It was then that I made up my mind that I would one day fly the Boeing 747, as a Captain. So, as it happened, I went from flying Boeing 747-200 aircraft, as a First Officer to being selected and then graduating from Flight Safety/Boeing, 1 July 1999, from the Boeing 747-400 Transition and Captain upgrade course, little more than 20 years after graduating Army flight school. On 15 September 1999, FAA Examiner William M. Bumpus signed me off, after our successful flight from SEA to ANC. At the time, I did not know how famous he was or anything of his career (obits.postandcourier.com/us/obituaries/charleston/name/wi...). The Boeing 747-400 was the first transport-category jet I had ever flown as a Captain. It was only years later that I flew the Boeing 747-300 and 747-200 as a Captain, followed by the Boeing 737-800 and 737-700 aircraft. My father and mother taught me that I can do anything I make my mind up to doing.
US FAA issued pilot certificates:
• Airline Transport Pilot Certificate Airplane Multiengine Land
• Airline Transport Pilot Certificate Rotorcraft-Helicopter (Instrument) + various Types Ratings
• Commercial Privileges Airplane Single Engine Land and Sea, Airplane Multiengine Sea
• Flight Instructor Airplane Single Engine and Multiengine, Rotorcraft Helicopter, Instrument Airplane and Helicopter
• Mechanic Airframe, Powerplant
Airline Transport Pilot Certificates also issued from Australia, China, Hong Kong, Iceland (validation as a Boeing 747-300/200 Captain), Papua New Guinea, and Taiwan (all as a Captain).
cassidyphotography.net/aviation-consultancy-cassidy-enter...
The sunset never came through so used some artificial light to create the image. Sat for hours in a field waiting for the opportunity. As usual, it came down to 20 seconds...
Westair Pilot preparing his Cessna for a flight from Windhoek to the NamibRand Nature Reserve - Windhoek, Namibia
This was shot last week in Queescliff at the pilot pier on another one of those dull frustrating mornings. There had been a run of easterly winds over the previous week which left sea mist blotting out the morning sun and clearing into a fine day by half an hour past me packing up my gear.. I originally started off around at the harbour but the wind was causing too much movement across the moored boats so I wandered south along the beach and past the main pier before lobbing here. The actual pier itself is not accessible as it is still used by the port authority and it took a while to work out how to take the shot - without getting wet or cut up by barbed wire.
To complete the composition I cropped it into a roughly 6x7 format and washed out a lot of the color putting a blue grey color tone thorugh the image but keeping the timber stark white to aid in the lead out line. I also softened the sky considerably and darked the end of the pier and mid right hand side of the image to give the mind a bit of room to wander in the shot. Lastly I reduced the clarity across the pier planks (which are those annoying fibreglass ones now) to eliminate moire and clone stamped out the million or so dust spots that my sandbox kindly replicates on any image shot above f3.2.
Surprised to see a pilot's glory from the International Space Station This optical phenomenon is often visible from airplanes, or when on a volcano looking down into a foggy crater with the sun in the back. Our shadow is (theoretically) right in the middle of the rainbow, but we don't have a core shadow due to our altitude.
Wanderer über dem Nebelmeer. War erstaunt, diese Glorie zu sehen, ein optischer Effekt in den Wolken, den man vom Flugzeug aus oft beobachten kann. Unser Schatten ist (theoretisch) genau in der Mitte des Regenbogens, aber durch unsere 400 km Flughöhe haben wir keinen Kernschatten.
Find out more: www.esa.int/spaceinimag…/…/2018/11/Astronaut_s_glory
ID: 401U3190
Credit: ESA/A. Gerst CC BY-SA 3.0 IGO
My dad, who would be about 102, had a lot of lightmeters. I guess he had as much trouble with them as I do. Some of them are very confusing and give wrong answers. This photo is exposed according to the numbers on the lightmeter. So I guess it works pretty well even after 40 or 50 years.
I got this a while back, but I haven't gotten around to putting a new mirror in it.
It has a pretty low serial number, but has some features of later Pilot cameras. I'm wondering if maybe it was sent back to the factory for repairs or upgrades. It seems to me that it may have been converted from 6x4.5 format to 6x6. So far as I can tell all of the early Pilot 6 cameras shot the half frame 645 format, as 120 film hadn't yet received markings for 6x6 in 1936. Later Pilots are 6x6 format, and perhaps this was sent back for conversion?
Pilot boat Lotse 3 in a hurry.
RMC Tokina 135mm 1:2.8 @ f/5.6
through Novoflex FUX/MIN Adapter
on Fujifilm X-E1
Check my album Adapted Manual Lenses for more...