Who knows? I’d rather it not be there but it doesn’t affect my clients, they’ll get their footage from Dropbox or direct download from a hard drive. I’ve acquired a dozen 4tb LaCie Rugged drives that I overnight to clients . They download to their servers and ship the drive back to me. I think everyone has come to accept the jitter in Vimeo footage, not right but it is what it is. It’s a real thing in some drone footage and very frustrating to some operators. I’ve not had a problem with it on the P4Pro that I’ve noticed.
Sorry can’t do a TOPP at the moment, Sheila and I are volunteering at Tim Tebow’s “Night to Shine” prom for special needs folks. Quite a pleasant change of perspective when contrasted with what I thought was important when I walked in here earlier this evening.
Here's a contrast for you, in lieu of "taking a knee" (although he did but for the reason we should all be on our knees), Tim Tebow starts a foundation and one, just one of the causes the foundation focuses on is Special Needs individuals. Last night, in 0ver 500 churches around the world, 90,000+ Special Needs individuals were treated to an all out celebration that included, photo booths, Karaoke , a full-blown prom dance with balloons and theatrical lighting, just fo starters. Sheila volunteered at one of the 8 make up stations where each girl attending had the opportunity to ne made up, sparkled, and bedazzled to whatever degree they wanted. There was a shoe shine station for the guys, manned by high school young men who spent the evening on their knees making sure anyone who wanted spiffily shined shoes, had them. The Karaoke stations, a half dozen of them were staffed by grade school and high school kids who sang, danced and encouraged anyone who wanted to sing along with songs on the screens, and there were hundreds of takers all night. The dance floor was packed all night as these wonderful, challenged human beings danced and spun their hearts out, until dinner was served. Our group must have numbered in the area of 500, not including volunteers and Chik Fil A ponied up for the food and drinks. Attendees arrived to a lighted red carpet complete with chrome stations, a clapping crowd on both sides and Paparazzi flashing away. The folks that were able smiled, twirled and hit five all the way up the red carpet, several of them enjoyed the entry so much they circled around and did it again.
I was under qualified for the shoe shine station and the photo booths, so I rotated from registration to security, to clapper and announcer for the red carpet, to triage when someone got a bit too stimulated and went off the rails. This was a last minute call for volunteers that Sheila got involved with yesterday, but we'll be registered in advance for next year's event.
JWilsonphoto wrote:
Beautiful imagery Nick! The light in the interior is wonderful! Yes, I often think about the difference time of day, season and just the quality of the light on a particular day, and how much the recognition of that variable affects our work. We live in a fast paced, get it done, environment and it takes time and patience to wait, or come back to a project when the light is optimum, but the difference is, literally "night and day". I believe it is a gift to be able to discern the quality of light and the texture shadow introduces, most people do not possess that gift, or don't want to take the necessary time to exercise it.
My Granddaughter Gracie just graduated from Arkansas and while she is interviewing, she's working with me. We shot a project in Austin this week. Aside from the joy of spending time with any of our Grandchildren, having Gracie assist me is a pleasure. She possesses an innate ability to compose and style that far exceeds her experience level. What Chandler has for aviation work, Gracie has for architecture, people and landscape. We left Dallas at 6am and that first day was 16 hours of non-stop, she not only hung in there, she pushed me toward the end when I was slipping into a bit of "give up". She could see that I had had just about enough and was thinking about settling for a particular perspective, and she looked at me and quoted me to me, "Papa, what happened to 'Shoot to a level that satisfies you, strive for that level of perfection, and you will always exceed the expectations of your most discerning client'. Apparently I said that at some point in a previous assignment we did together and it stuck. Kind of a modified version of a quip my Buddy Reno Air Racer Stewart Dawson said to me as I was finishing up my biplane project and had had just about enough..........."Wilson, now is not the time to show weakness!" Anyway, held to my own standard, I sucked it up and we found a better angle
Nice to hear that Gracie is keeping an eye on you! Interviews …... humm. Back in the day I found it amazing how few organisations realized that interviewing is a two way street. The idea that I was interviewing them and their organisation, and that they could fail – big time – was a strange and novel concept. Awkward and picky – who me – surely not! By the way Ms G has an alter ego over here in Jan-Aries's patch. See https://www.farmergracy.co.uk/
Hi Nick, yes she is a treat to be with in general, but a big help on assignment. I won't let her lift the big cases, just goes contrary to my grain I guess, but once in, she sets everything up and is already styling areas that need help. Unless someone snaps her up we'll be headed back to the Austin area in a few weeks to shoot five more homes out in the Hill Country west of Austin proper.
I sent her the link to "Gracy's", beautiful flowers!!
I've got a big data center to shoot tomorrow and then Chandler and I head to SanDiego for our annual Spring Blues shoot at El Centro. The weather looks mediocre but who knows? We'll have a great time no matter what it does.
Thank you Erich, I'd love to have you along, especially on one like this where I have little to no responsibility. I always feel like we say hi/by at AFW and I feel badly about that.
At last, I found an answer to my question about propeller blades:
1 bladed props are the most efficient. But hey are rare. One bladed props will always cause more stress on the bearings, as only one side is pulling, you will only find them on small engines (biggest effect of the efficiency advantage, lowest effect on the bearings).
2 bladed props are the most efficient of the widespread solutions. This is also true for helicopters. They will allow the best cruising speed for the lowest fuel consumption; Small planes are limited in power, so the drive for efficiency is bigger, and if possible, they will get 2 blades (most microlight, hang glider style, have 3 blades, as there are room problems to fit a larger diameter 2 blade prop in).
3 bladed and 4 bladed prop allow for a better climb rates and flexibility, higher thrust in thin air, at high altitudes. With increasing engine power, the efficiency is not so much an issue as is the ability to translate that power into thrust; 2 bladed propellers would have to have too large a diameter for the structure of a plane and would get into the problem of being trans-sonic at the wingtips. Very powerful and high speed at high altitude planes have 8 blades, sometimes counter rotating.
Many factors thus play together. The P51 started with 3 blades, but its main opponents had better climb rates. To counter this, a 4 bladed prop is ideal, costing a bit of top-speed, which the P51 had loads of. Later models of the Spits had also 4 (and more) blades, making take of a bit off a handful, with the torque they would produce (Griffon Spits, with bigger engine and frame)!
No matter the number of blades, a regulation of the pitch of the prop will always result in better take off performance better climb rates and higher top speed (how much of each is again dependent on several factors) as the pitch can be optimized for power output at different RPM at various heights, the speed and air density.
alawadhi wrote:
At last, I found an answer to my question about propeller blades: (deleted)
Many factors thus play together. The P51 started with 3 blades, but its main opponents had better climb rates. To counter this, a 4 bladed prop is ideal, costing a bit of top-speed, which the P51 had loads of. Later models of the Spits had also 4 (and more) blades, making take of a bit off a handful, with the torque they would produce (Griffon Spits, with bigger engine and frame)! (deleted)
What that article doesn't say, is that the P-51 started with a different engine (Allison). The switch to a 4 bladed prop wasn't because it's opponents had a better climb rate, it was because the new engine (Packard Merlin) required it. Much like when the F4-U Corsair was designed around a bomber engine. That engine required a massive prop which would have required very long, (and not so strong) landing gear for prop clearance. Long gear isn't desirable on a carrier aircraft, so the solution was the bent wing which allowed for shorter stronger landing gear, and had aerodynamic advantages also.
I’m going to pick a few nits with your post there kw, not really a big deal, but the Corsair flew with a 3 bladed prop up until the -4 variant showed up in 1944. And the R-2800 wasn’t developed specifically for bombers although it flew on several, it first flew on the Corsair. P&W knew that a high power density radial was possible and would allow for greatly improved performance, so they developed the engine. They did not have a specific airframe in mind when they did so.
kwbarnes wrote:
What that article doesn't say, is that the P-51 started with a different engine (Allison). The switch to a 4 bladed prop wasn't because it's opponents had a better climb rate, it was because the new engine (Packard Merlin) required it. Much like when the F4-U Corsair was designed around a bomber engine. That engine required a massive prop which would have required very long, (and not so strong) landing gear for prop clearance. Long gear isn't desirable on a carrier aircraft, so the solution was the bent wing which allowed for shorter stronger landing gear, and had aerodynamic advantages also. ...Show more →
---------------------------------------------
Neddie Seagoon wrote:
I’m going to pick a few nits with your post there kw, not really a big deal, but the Corsair flew with a 3 bladed prop up until the -4 variant showed up in 1944. And the R-2800 wasn’t developed specifically for bombers although it flew on several, it first flew on the Corsair. P&W knew that a high power density radial was possible and would allow for greatly improved performance, so they developed the engine. They did not have a specific airframe in mind when they did so.
Right, let’s see some more Corsair photos!
First, thank you guys for the info.
Originally, what I am looking for is pure mechanics and physics answers, not product/aircraft specific, as (what dictates the number of blades? benefits/drawbacks of each number of blades? etc...). So what Barnes mentioned above might be a product/aircraft specific (my assumption, correct me if I am misunderstanding something).
Neddie Seagoon wrote:
I’m going to pick a few nits with your post there kw, not really a big deal, but the Corsair flew with a 3 bladed prop up until the -4 variant showed up in 1944. And the R-2800 wasn’t developed specifically for bombers although it flew on several, it first flew on the Corsair. P&W knew that a high power density radial was possible and would allow for greatly improved performance, so they developed the engine. They did not have a specific airframe in mind when they did so.
Right, let’s see some more Corsair photos!
The -4 version had a different variant of the 2800. It had slightly more horsepower. To use the horsepower a larger 3 blade prop would have been necessary. Since the prop was already about as large as it could be without redesigning the aircraft, a 4 bladed prop was fitted.
Even though the 2800 was used in Corsairs, Hellcats, and Thunderbolts, when I was young I always heard it referred to as a bomber engine. Now that I think about it, most of the people who used to make that statement favored Allison, and Merlin powered aircraft.
Ah, understand. No you are not misunderstanding, we went a bit too specific. The article you link to is a good quick general explanation. The science behind why propellers are the way they are will quickly get very technical. If you want to go there, there are a number of good texts on the subject, but a start might be to search for “aircraft propeller design.” A propeller, like any mechanical device (including cameras!) is always a compromise of some sort.
Not so much flying in Iowa these days. Been so cold and snowy that 1/2 our air traffic has been smart enough to avoid us! I learned that the hard way, seems they can't de-ice airplanes when it' -26F leading to extra time waiting on flights and all. But all that cold brings us ice crystals, and ice crystals gives us some wonderful atmospherics, like SunDogs.
Hello all, hope your all having a good weekend. Apologies if the attached is a re-post. Miles after the event, I just learnt that the wonderful Peter Teichman has retired from display flying. Here he is, landing at Abingdon in 2017, in his real, genuine, red tail.
