Category: Aviation

What an Addition to the Aviation Bibliography

What an Addition to the Aviation Bibliography

buy priligy in nigeria Boeing B-47 Stratojet: Strategic Air Command’s Transitional Bomber

By C. Mike Habermehl and Robert S. Hopkins III

Specialty Press, 2018. 320 pages. $44.95.

The Stratojet was every 1950s kid’s ideal of U.S. aviation might. It was big. Six jets hanging out there on the wings for all to see. It was fast. It even looked like it was going 600 mph when it was just sitting on the ramp. When discussing “clean” aircraft, the B-47 is among the first mentioned.

It was among the first designs released by Revell in 1954 once that company began producing plastic models from their own molds in 1953. It was re-released in 2006. Yes, the big jet caught the public’s attention. And the Soviets’ as well.

There are nearly a dozen significant books about the B-47, most published since the type went out of service. Thus, they should be very informative about even some of the most classified aspects of the bomber’s operations. Habermehl and Hopkins have very obviously capitalized on this and produced the most recent and perhaps the best on the topic.

This is an impressive work. It easily replaces—replaces—at least five books on my shelves. Few books can make that claim.  One gets that sense that the narrative is an airframe-by-airframe, minute-by-minute account of the B-47’s history. It is, however, only a sense. The prose never has the staccato recitation of aircraft and dates. The hardcore airplane junkie readily finds that information in the expansive 66 pages of appendices.

It is the authors’ attention to detail—significant detail—and their logical presentation that yields the sense, but not the reality of information overload. Despite six decades of following aviation, I found many revelations in their work, a number of them surprising. For instance, the Air Force’s FICON (Fighter Conveyor) wingtip-tow project is well known. But the authors, in a section called “Drawing Board Disasters,” discuss not only a B-47/dual F-86 combination, but also a B-36/dual B-47 concept. Surprising as it is, they note that aerodynamic studies supported the feasibility of both projects. But these never got off the drawing board.

The physical presentation of the material is in a word “fantastic.” All books should be printed with this quality. The paper is thick, glossy stock, which reproduces the well-exposed and processed photographs as close to their original state as possible. Of course some images could or should be larger, but in the interest of more being better (more images, more information), they are reproduced large enough for the detail to be seen. Excellent informative graphics and charts are strategically placed throughout the book, further enhancing the narrative.

In this day of paying $50 for specialty books being the norm, this is an unequivocal no-brainer. If you want to know everything about the B-47, if you are interested in the early days of jet-propelled bombers or the Strategic Air Command or simply the evolution of an aircraft, this book not only belongs on your shelf, it must be read and re-read.

D-Day: Remembering Scotty

D-Day: Remembering Scotty

Bob Frascotti never made it to the beaches of Normandy, yet he was a veteran of that invasion. He was one of the first to die that day.

Just four months past his 21st birthday, Bob—known as Scotty—was to fly one of the first missions of the day. His fellow pilots recall his “superb” singing voice, reminiscent of Vaughan Monroe, and his rendition of “Racing With the Moon.” A fellow pilot from that fateful morning recalled with some grim irony that clouds scudding across the face of the moon that morning may have robbed Scotty of a few vital seconds of visibility that literally meant life or death.

The night before, ground crews of the Eighth Air Force’s 352nd Fighter Group hastily painted their pristine ships with white and black invasion stripes. “Breakfast” was at 2200 on the 5th, with the briefing set for midnight. The “Blue-nosed Bastards of Bodney” were then informed that D-Day had truly begun. Their mission was to fly aerial cover for the landing forces to protect them from air attacks. The 486th Fighter Squadron, Bob’s unit, would be the first to launch at 0230 and he was assigned to the second section of four.

It was Scotty’s 89th mission. Night operations were unfamiliar to the group, which was used to protecting bombers on daylight raids over the continent. Their field, at RAF Bodney, England, USAAF Station 141, was grass. It’s lack of a well-defined illuminated runway compounded a pilot’s issues as the turf blended into the night sky like “black velvet.” A string of temporary lights had been laid, but one of the taxiing Mustangs had snagged and broken the power cable. The pilots had no recourse but to position and orient themselves as best they could in the drizzle and darkness.

RAF Bodney, USAAF Station 141 [© English Heritage, NMR.]

An armorer, Sergeant Jim Bleidner, watched as the red and green position lights on the wings bumped in the night as the planes moved from the dispersal area to their take-off position near the tower on the western edge of the field. A new, second tower was under construction at the east end of the field, directly in the path of their take-off.

Frascotti’s plane, with a pale, weather-worn blue nose, was P-51B-5-NA, 43-6685, named Umbriago. This could be a corruption of the Italian word umbriaco, which means ‘drunk.’ More likely, however, it was taken from the 1944 song Umbriago by Jimmy Durante about a dear friend by that name. The lyrics end: “So when you feel low, better send for my friend, Umbriago.”

The flight lead, Lieutenant Martin Corcoran, turned his fighter into the wind and taxied forward a few feet. Without knowing, he was slightly to the right of the intended take-off line. Using the flame from his exhausts—described by Bleidner as “tiger’s teeth”—as a guide the other three slotted into position. At Corcoran’s command, all four fully laden Mustangs waddled forward in the dark, slowly gaining speed. To fly, the fighters needed an indicated airspeed of 150 mph.

Lieutenant Bud Fuhrman, to Bob’s right, held his craft down as it gained speed. Lieutenant Charles Griffiths, trailing slightly, thought his plane was “glued to the ground.” From his position, he could see the lights of Corcoran’s plane that indicated he was airborne, Then those of Furman, also up. Frascotti, however, off to his left, were slightly lower. Then, at near flying speed, Umbriago slammed into the unlighted unfinished control tower.

The new, unfinished Bodney control tower in the aftermath of Bob Frascotti’s collision.
[© 352nd FG, USAAF]

The unit’s history described the aftermath: “An enormous smear of fire, spewing like dragon’s bile, burned over the tower balcony and flared malevolently onwards as the aircraft disintegrated.” Bob Frascotti was no more.

Griffiths pushed on, his plane still on the ground, but eventually making into the air somehow after striking a net post on sister 328th FS’s volleyball court. In the 328th’s briefing room nearby, a blinding flash lit the area followed by a concussion and flying .50-caliber bullets as Bob’s ammunition cooked off in the flames.

The rest of the group took flight guided by the flickering flames of Umbriago.


Brodie System

Brodie System

buy accutane in singapore Mini Aircraft and Carriers to Match

Norman Polmar’s March-April 2014 for Historic Aircraft in the U.S. Naval Institute’s (USNI) Naval History magazine concerned the smallest of aircraft carriers and perhaps its (and the Marine Corps and Army’s) smallest aircraft.

The tiny aircraft—OY-1/2 in the Navy and Marines and L-4 in the Army—are often mistaken for the ubiquitous and similar Piper Cub. Their “carrier” was an LST.

An artist’s depiction of a U.S. Marine Corps OY-2 BuNo 03929.

In the July 1943 invasion of Sicily, LST-386 was fitted with a flight deck to launch the so-called “grasshoppers.” The runway was 12-by-216 feet and constructed timber with a metal mesh covering in just 36 hours. While also carrying her normal full load of troops and cargo, she also launched four grasshoppers.

The flight deck as installed on LST-906. Crewmembers watch as one grasshopper takes off and another waits its turn, foreground. Note the aircraft stowage and their side codes.

At Salerno in September 1943, LST-356 was fitted with a similar deck and launched five grasshoppers before a sixth hit a guardrail and crashed. The crew was rescued, but the other two planes the LST carried were not launched.

During the invasion of southern France in August 1944, three LSTs, among them LST-906, were configured as grasshopper carriers and launched more than 30 aircraft. A similar LST also operated in the Pacific with Army and Marine aircraft.

LST-906 with a grasshopper preparing to launch from its deck.
An L-4B takes off from LST-906 during the invasion of southern France, St. Tropez, circa August–September 1944. Note the aircraft stowage. [Society of the Third Infantry Division]

An Army lieutenant, James H. Brodie, developed a system for launching and landing light aircraft from ships. While the system could be easily adapted to virtually any ship large enough to carry the airplanes, the LST was the ship of choice. For the operations, a tripod assembly was attached to the planes nose and wing with a locking hook at the apex. This was somewhat akin to that used by the Curtiss F9Cs to attach themselves to the airships Akron (ZRS-4) and Macon (ZRS-5).

The Curtiss F9C Sparrowhawk had a lockable hook attached above its wing to latch onto a trapeze in the bottom of the airships Akron and Macon.

Two booms were angled off the side of the ship with a reinforced cable connecting them about 40 feet clear of the water. For launching, a plane was hoisted up and connected to a trolley on the cable. The plane would run the length of the cable gaining enough speed to remain airborne and trip a release at the end freeing the plane for flight.

To “land” the plane, the pilot would fly parallel to the ship and hook onto a trapeze attached to the trolley, which had a braking system to stop the aircraft.

During training on LST-776, three Marine aircraft were lost, with no casualties, and five pilots qualified.

At Iwo Jima in February 1945, the Brodie system was activated aboard LST-776, making four launches of Marine OY-1s. No recoveries were noted. At Okinawa in April, LST-776 successfully completed 25 Army grasshopper launches and recoveries.

Mr. Polmar’s column goes into greater detail. In the end, only one graphic was used (below) but it only shows the landing aspect of the process because it was more complex. Four photographs were published, three showing a take-off from a deck and one showing LST-776.

Two photographs of LST-776. Note that the overhead oblique shows a catapult with grasshopper amidships. This was mounted only during the early training off San Diego and was removed before the LST entered combat.

LST-383


Grumman F-14A Tomcat (III)

Grumman F-14A Tomcat (III)

Part III

As beloved as the Tomcat is in many Navy aviation circles and in portions of the general public, there are a few remaining on active duty, but with a potential adversary—Iran.

Norman Polmar’s article goes into that. All I will share here is my work on the images of two of the Islamic Republic of Iran Air Force (IRIAF).

My primary source for the drawings was Tom Cooper and Farzad Bishop’s Iranian F-14 Tomcat Units in Combat, #49 in the Osprey Combat Aircraft Series.

I also used a number of images from the internet, primarily from Airliners.net, which has many international contributors.

One interesting sidelight to the Iranian use of the Tomcat is their testing of U.S. Army MIM-23 Hawk missiles, provided to them during the Iran-Contra Affair, as air-to-air missiles.

This was unusual enough that I chose to include it on one of the drawings.

Here are the pair that resulted:

Grumman F-14A Tomcat (II)

Grumman F-14A Tomcat (II)

Part II

Although the majority of the work was done in Illustrator, I did use Strata 3D for some of the smaller detail work, primarily the missiles. Drawings of the AIM-7 Sparrow III that I had were not very detailed, but good enough for the scale of the aircraft.

The drawings I had of the AIM-9 Sidewinder, however, had a surfeit of detail and therefore resulted in a better model.

The same was true for the AIM-54 Phoenix.

All too often, however, details—such as a reasonable representation of the ejection seats—are forgotten. I did not have a good 3-view of the Tom’s GRU-7A seat, but starting from an outline and referencing photographs such as the two below, I was able to at least create a flat view of the seat. It is reasonably accurate (per the photos) and good enough for the work required.

Because I wanted to the Tomcat both clean and with the gear down, canopy up, and refueling probe out, I chose two different squadrons, VF-1, the first to receive the ‘Cat, and VF-84, because they sported the classiest marks around.

I worked from about 25 photographs such as these from VF-1:

The work marks looked like this:

Before resulting in this:

I used fewer than a dozen photos from VF-84. Primarily because I did not need to look for the standard marks such as national insignia and placards. Here are a few:

They resulted in this (again pretty thin because of the standard marks):

Data block research from Koku-Fan.

And the final drawing:

Part III will be posted soon.

Grumman F-14A Tomcat (I)

Grumman F-14A Tomcat (I)

Part I

Norman Polmar’s contribution to his Historic Aircraft series in the April 2012 issue of Naval History was one of his most ambitious. It covered three pages instead of the usual two and featured two of my illustrations. Could the F-14 Tomcat deserve anything less?

It also was the perhaps the most complex project for me because there is so much information available about the Tom. There was so much to work with that the first difficult aspect of the project was selecting a base drawing to work from. In the end, it turned out to be base drawings. I ended up with 15 folders of work that included nearly 40 base drawings and hundreds of photographs.

These are a few of my reference drawings.

I think the Japanese do some of the best line work and drew primarily on Famous Aircraft of the World Volume 83 of March 1977 and Volume 89 of September 1977. The Russians also do good work. I used a couple of their books as well. I’ve never been impressed by Kinzey’s work, most of his drawings are little detailed, but I did have his F-14 In Detail & Scale, as well as all the usual offering by Squadron Signal for generic information. Danny Coremans’s Uncovering the Grumman F-14 A/B/D Tomcat is a fantastic picture book that provides a wealth of detail information. Cannot recommend it highly enough.

Because again of time, I opted for 2D. This was a lot of fun because it forced me to work with the interaction of compound curves and light. Still not a master but the end results are acceptable.

Part II to come.

Curtiss N-9H

Curtiss N-9H

BuNo A-2453

This Burgess Company-built Curtiss N-9H was powered by a 150-hp Hispano-Suiza engine and thus received the H suffix. It was received by the Navy on 24 June 1918 and flew only 74 hours and 25 minutes before being stricken from the Navy List on 12 February 1919. Its “body” was broken in two behind the rear seat after a crash at Miami, Florida, on 5 February during a “fast landing.”

I also illustrate aircraft for Norman Polmar’s long-running column, Historic Aircraft, in the U.S. Naval Institute’s Naval History magazine. Depending upon the subject (primarily how much information is available) and time constraints, I will create it in 2D software with a combination of Adobe Illustrator and Photoshop, or 3D using Strata Design working from Illustrator lines.

This first blog entry on the aircraft I’ve done was published in the October 2018 issue of Naval History. This is its link: https://www.usni.org/magazines/naval-history-magazine/2018/october/historic-aircraft-floatplane-trainer

I found some rather nice drawings for source images in the February/March 1966 issue of Air Progress drawn by Bob Parks.

While there is adequate information to make a 3D version of the drawings, deadlines on other projects turned this into a 2D drawing.

Because I like to do specific aircraft that have something of a history or story behind them I research serial numbers (known in the Navy as Bureau Numbers or BuNo). My primary source for BuNos is the U.S. Navy’s official reference United States Naval Aviation 1910–2010, a book that I happened to edit. Very few were printed and they are virtually impossible to come by, however, the excellent news is that the book is available FREE in pdf form to anyone.

It is a large book, two volumes, the first is the chronology of Navy aviation, the second consists of data, including BuNos. Because it is so large, the files are broken down into easily downloaded bits. You can find the master link at this address: https://www.history.navy.mil/content/history/nhhc/research/publications/publications-by-subject/naval-aviation-1910-2010.html

An alternative—and extremely worthwhile and accurate—site is Joe Baugher’s aviation site. I have it bookmarked because I use it so often and it has yet to fail me.

From there I looked for the Navy’s Aircraft Record cards. Short of doing research at the Naval History and Heritage Command archives, they have a fair number of early cards, filed as Aircraft History cards. Sadly, because of lack of resources and time, only aircraft A-52 to A-3999 cards are available online. Gladly, this was good enough for me.

It was going to be hard to pick a particular N-9H, virtually all had the same story—crashed, damaged, or otherwise lost during training. I settled on BuNo A-2453 manufactured by the Burgess Company of Marblehead, Massachusetts, in June 1918. It existed for barely nine months before being written off at Miami in February 1919.

The record card states: “Body broken in two back of rear seat. Radiator damaged beyond repair. Bottom sucked off of pontoon. Plane sank and nosed over after making a fast landing. Tail was broken off in righting the plane to tow it in.” It only had 74 hours and 25 minutes of flying time.


USS St. Lo (CVE-63)

USS St. Lo (CVE-63)

The subject of my second column was a little personal. My wife’s uncle lowered himself into the Philippine Sea hand-over-hand on a line from the bow after “abandon ship” was announced. It was the second time during the war that Petty Officer Ashley Cherry had a ship sunk from under him. The first was at Pearl Harbor’s berth F-12 on 7 December 1941 aboard Raleigh (CL-7).

This is the link to the column: https://www.usni.org/magazines/naval-history-magazine/2016/june/historic-ships-very-short-life

The little CVE should be remembered. She was lost at the Battle of Off Samar on 25 October 1944, the first major victim of a Japanese kamikaze plane during the first organized suicide mission. Few know of the destruction of St. Lo because her loss was overshadowed by that of her sister, Gambier Bay (CVE-73). She was lost the same day to Japanese cruisers, becoming the sole U.S. carrier sunk by enemy surface ships.

Within two minutes of being struck by the kamikaze, a major explosion blew St. Lo‘s after elevator skyward and destroyed much of the after section of the ship’s flight deck. (U.S. Naval Institute)

The Action Report of St. Lo‘s loss at the Battle Off Samar.

Profile of sister ship Thetis Bay (CVE-90). [HNSA]
Island of sister ship Thetis Bay (CVE-90). [HNSA]
A detail drawing of a CVE’s island. [ (c) J. M. Caiella ]
Sections of sister ship Thetis Bay (CVE-90). [HNSA]
A detail drawing of a CVE’s funnel. [ (c) J. M. Caiella ]
St. Lo (CVE-63) as she appeared at the time of her sinkiing. Measure 32, Design 15A camouflage. [ [ (c) J. M. Caiella ]
Starboard side drawing prepared by the Bureau of Ships for a camouflage scheme intended for aircraft carriers of the CVE-55 Casablanca class. [NHHC 80-G-170033]
Port side drawing prepared by the Bureau of Ships for a camouflage scheme intended for aircraft carriers of the CVE-55 Casablanca class. [NHHC 80-G-170034]
The Measure 32 colors were 5-P Pale Gray, 5-L Light Gray, 5-O Ocean Gray, and BK Dull Black. The decks were 20-B Deck Blue. [ (c) J. M. Caiella ]
This is a generic photograph of the stern mounted 5 inch/38-caliber dual-purpose mount common to most CVEs including St. Lo. [U.S. Naval Institute]
Aircraft assigned to the St. Lo. [St. Lo Association]
Save Our Photographic Heritage Part II

Save Our Photographic Heritage Part II

The colorization soapbox is completed.

Now, here is something that can be done with color that is not artificial.

I added nothing to this image.

All I did was change the values of what was in the original. I added no blues, deleted no magentas.

I, and I believe most others would agree, that the lower left version is closer to what the photographer wanted us to see than what is the “original” in the upper right.

Old color films and prints are not stable. They react to chemicals in the air (yes, what we breath is laden with all sorts of not good things) and light. Some colors react more than others. Over time the image color shifts. If you want to see some personal examples, go to your family’s photo archive (in my day it was a shoe box) and look at some Kodacolor, Ektacolor, Agfa, Ansco, Dupont, and others from the 1950s and 60s. You like magenta? You got magenta.

With good scanning—preferably of the original negatives or transparencies—and proper techniques using programs such as Photoshop, more than a few images can be restored to what they actually appeared on the original film or at least a much better approximation than what currently exists.

If more time was spent on images such as this rather than painting black and white photos, we would have a much more important historical record.

Oops. The soapbox popped up again. But that is my point.

Here are some other examples.

Sometimes surprises await. I never expected the vibrant colors in the print below from this original. I am in awe of the engraver’s art.

Even photographs that appear to be in good shape should be investigated, such as this one of USS Franklin (CV-13) on her return to New York after being seriously damaged in World War II. The original was a bit red-orange.Again, just adjusting values, gave this result.And more magenta images cleaned up . . .

Three VS-51 Douglas SBD-5 Dauntless in formation during work ups in Hawaii prior to deploying to Samoa in June 1944.  Naval History and Heritage Command  [80-G-K-1608]

 

USS Wasp (CV-7) taken probably at San Diego, Ca. Note the SB2Us and F4Fs on the flight deck. c June 1942.  Naval History and Heritage Command [80-G-K-447]
And sometimes an image goes green, but that can be cleaned up as well.

 


 

Save Our Photographic Heritage Part I

Save Our Photographic Heritage Part I

I am not a fan of colorized imagery.

If you want to call it “art” (with a little “a”) feel free. Teddy Turner fought that battle for a lot of years and lost.

It is an artifice.

Sure, it would be nice to see what those days looked like in “living” color. But anything that is added to those images is pure conjecture on the part of the “artist.”

I have the colors in my mind, and I am certain you have yours in yours.

 

 Take a look at these versions of a very famous photograph of Lt. (j.g.) Alex Vraciu signifying his six kills during the “Great Marianas Turkey Shoot” on 19 June 1944. I downloaded the original from the Naval History and Heritage Command web site (https://www.history.navy.mil/our-collections/photography/numerical-list-of-images/nhhc-series/nh-series/80-G-236000/80-G-236841.html). The colorized version came from Pinterest. (https://www.pinterest.com/pin/322851867016047359/)

The colorized version got a fair number of “likes.” Fine. If you like this sort of thing. But there are two significant failings in that version. The first, upon which I will elaborate below, is the most significant reason for not doing this. The focus of the photograph—Vraciu’s toothy grin—is completely lost.

Lost? How can I say that? It is right there. Sure, but look at other values of brightness of equal or greater impact. Instead of focusing on the grin, the eye spreads around the image, giving equal or more weight to other, less significant areas. The “world is flat” theory.

The second is an obviously induced historical inaccuracy. This is something of which colorizers must be wary.

See that touch of red band of the insignia touching the chin of the central sailor? It is pretty inconspicuous, but telling. That red border (and it is missing from the rest of the insignia) was only authorized on U.S. military aircraft for basically six weeks in 1943, from 28 June through 14 August. While not all insignia were repainted immediately, thus appearing on aircraft for several months thereafter, this photograph was taken nearly a year later. This red should be blue.

Was that the only historical error the colorist introduced?

The bottom line is that colorization is very much akin to adding changes to passages in Moby Dick and republishing the novel without special notation. It is not what the author intended.

You might argue that the photographer, in real time, saw color and wanted to photograph that but could not because he did not have the proper film. That argument is invalid for a number of reasons. Color imaging material was available in World War I, indeed color photography first surfaced in 1855, within 20 years of the birth of the medium.

More to the point, however, is the purpose of the photography and the requirements of the job. Then, what were the limitations put on the photographer by “management?” For the Vraciu photograph, the photographer had color film available. Why did he chose black-and-white? This far removed we can only guess what the standard operating procedures were. My guess is two factors played into the choice: expediency and wide-spread distribution. The b&w process was quick and its results could be rapidly reproduced and disseminated. Color was problematic at all those points.

In the early 1970s, newspapers were just beginning to use color more frequently. The process had been developed years before and was widely used in magazines, but even there, only on a limited basis. It was an expensive process. A color page required four passes through the printing press—one for each color of cyan, magenta, yellow, and black. Each required its own printing plates and ink setup. Getting all four into alignment of 1/120th of an inch, meant there was a lot of wastage. Usually four-color images were only used in advertising, because the advertiser paid the cost. It wasn’t that way with news imagery. The paper bore the cost of that from its profits. Thus it was used sparingly.

But in the 70s, newspapers were competing with television news and the American viewership was beginning to see everything in “living compatible color.” (There is another whole story about that word “compatible.” We never knew how bad we had it.) So papers had to bite the bullet and compete.

Still, we photographers were limited by the assignment and/or page positioning. Page 1, Metro/City front pages, and sports front pages all got the color treatment. Stories relegated to the inside were condemned to black-and-white.

Over the course of nearly 40 years of newspaper photography, I have hundreds of thousands of black-and-white negatives in my files, and (pre-digital) significantly fewer than a tenth of that number in color.

My best photographs exist only in black-and-white. I do not wish to see any of them in color.

There are two very simple reasons, and they are interrelated. Black-and-white is a very objective medium. Color is not. People have predelections for colors. Humans react to color in very unpredictable manners. Some like blue, some don’t like green, some are ambivalent to yellow. Many hate red because of its resonance with blood. All this is subjective. Insert color into an image and you insert uncertainty. Among viewers there is no common predictable reaction to an image. This obscures the photographer’s communication.

Photographers have absolutely no control over the colors in an image, thus they cede a significant portion of their communication to the whims of the observer.

Black-and-white, however, has no similar baggage to overcome. The photographer, with his control over light and shadow, can get the viewer—all viewers—to the point of the image. We practiced this direction in the darkroom through the techniques of burning (adding more light) and dodging (removing light) from the printed image.

The human eye goes to light. A flash goes off, everyone turns to see the source. A light burns out, and unless it is the only one on in a room, no one notices.

In the darkroom, the photographer could and would de-emphasize certain portions of the image by burning, which had the effect of making that area darker. Conversely, he emphasized portions by dodging, making them lighter.

This pair of photos shows the not-so-subtle use of the “Hand of God.” The top is as published, the other has been deliberately darkened to emphasize how the photographer directed the viewer to the message—Rodney Marsh’s impish grin.

A skilled photographer—indeed the best in the world—crafted black-and-white images that could be read literally like a book. That is why they are the masters, even the most visually illiterate understand the point of the photograph.

The point here, especially as it relates to recent overload of colorized imagery particularly from World Wars I and II, is that by adding color the “artist” is adding subjectivity.

Realize that that color addition is just one person’s take on the actual colors; was it really that blue? something lighter? something darker? something a tad more green? yellow? red? mauve? puce? or a billion other colors, shades, intensities, brilliance, and more. And that is just one color in their addition to the photographer’s work.

What is lost is the photographer’s objective message.

Now don’t go splitting hairs on this. You will immediately observe that burning and dodging are subjective actions in their own. Aha! True! However, they are the photographer’s subjective insertions—the person who created the image. There is no subjectivity in that. The image as presented is what he wants you to see. It is his communication. Look at this, don’t look at that.

How can someone literally generations removed from a subject have the audacity to state this is what the photographer did or did not want you to see?


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