Fencecheck Interview – The Belgian Photocrew by Michael de Boer

Last year, I had the privilege of joining the Belgian Photocrew, led by Eric Coeckelberghs, on six photo flights. After my first, in which I shot two Cessna Caravans, an OV-10B Bronco and a Pilatus PC-7 air-to-air during a flight at Spa, Belgium, I was hooked. One of my Bronco shots even made it into the August Pictures of the Month here at Fence Check!

My next opportunity came in September, when the Photocrew held photo flights during the NATO Tiger Meet and Sanicole Airshow rehearsals in Belgium, on September 18th and 19th. I flew twice on Friday and three times on Saturday, shooting a Czech SAAB J-39 Gripen, a T-6 Texan, a YAK-52, a B-25 Mitchell, a Dutch F-16 with “Tiger” tail markings, the Patrouille de Suisse display team with their six F-5E Tigers, and Team Breitling with seven L-39s. Some of the results can be found with this article.

As a lifelong aviation enthusiast and amateur photographer, I can only say that it doesn’t get any better than this! I had a blast during all six flights. And I had to wonder: How did a group able to offer such opportunities come to exist? Who are the people behind the Belgian Photocrew, and what are their plans for the future?

To learn more about the organization, I spoke to Eric Coeckelberghs, the Photocrew’s photographer and main organizer, and Tony de Bruyn, owner of the Skyvan photoships the group uses.

Eric, what got you started in aviation photography?
Well, when I was about 9 years old, I visited my first airshow near my home in Tienen, Belgium. It must have been then when I took my first aircraft pictures with my dad’s camera. This was in 1976. The F-104 Starfighters and other period aircraft, with their characteristic speed, sound and smoke, got me hooked.

In subsequent years, during studying, military service and my first years working, I didn’t have the time or the money to be heavily involved in aviation photography, but I kept my contacts in aviation. When digital photography was introduced, I decided to invest in professional equipment. Those contacts proved to be very valuable for creating shooting opportunities, as they had made their careers in the meantime and were now in good positions to aid me.

How did you get involved in air-to-air photography?
Basically, I got an assignment through Tony de Bruyn to take ground images of a bizjet. The client wanted to shoot for a commercial as well, and when we were setting things up he asked if we could arrange a photo ship. We decided to make use of one of Tony’s Skyvans, which are normally used for dropping parachutists. As a photo ship, they are very versatile. A Skyvan can accommodate as many as ten photographers, who each have a clear view outside. It is pretty stable and, not unimportantly, it is relatively cost-effective to operate. In Europe, you will not find better photo ships! we use a number of other photo ships apart from the Skyvan, like Texans and Yaks.

Tony, what got you started in the aviation industry?
It was a pure passion for anything flying, which was triggered at age ten by a TV series called "Les Faucheurs des Marguerites." In the USA it was called "Where the Sky Begins.” It was a romanticized but fascinating story about the aviation pioneers discovering flight at the turn of the 20th century. Then a special interest in the Bristol Britannia made me visit Zaire a couple of times to see some of the last operating examples. The contacts I developed there led to me setting up an aircraft spare parts business. Eventually that evolved into buying and selling complete aircraft and finally, today, to operating a small fleet of airplanes with our company, Invicta. We operate two Shorts SC7 Skyvans, two OV-10B Broncos and one Dornier Do27, and we are looking to acquire a third Skyvan this year.

Eric, can you tell us a bit about your equipment?
When I do something, I really go for it, so when I got into photography I decided to get the best equipment available. It took me two years of working night and day to pay for my gear, but it was worth every penny. I shoot professional, full frame Canon bodies and lenses. If you have shot full frame, you can’t go back to a 1.6 crop. The same goes for professional lenses. During air-to-air shooting, I have used lenses from 16mm to 600mm.Which lens I chose depends on what I have in mind, which shot I want to get.

Last spring, you posted an on-line advertisement on a European enthusiast’s website, offering air-to-air photo flights to enthusiasts. What reaction did you get?
Well, I got numerous e-mails, from so many people. I responded to them all, but what I was really looking for were aviation photography enthusiasts. People who sent me their first reaction, introducing themselves and indicating their passion for their hobby, were the people I really related to.

From the ensuing correspondence, I got a feel for their enthusiasm and motivation on one hand, but I also wanted to make sure they understood the limitations of aviation rules and regulations, safety, the uncertainties of photoflights, and factors like this on the other. A lot can go wrong, and participants had to realize this. In the end, some 25 people flew with us and I had no complaints with them whatsoever. Almost all the people who flew with us in 2009 want to join us again this year!

How many flights, roughly, have you done last year with the Skyvan at how many airshows? How much organization does it involve to get things done?
In total, we flew 142 individual photoflights in 2009. That number counts ten photographers during one sortie in the Skyvan as ten photoflights, or one photographer flying in a Texan or Yak.

Organizing the photoflights takes up all my time. To give you an idea, I spend the first weekend of the year sending personal E-mails to all my contacts with New Year’s wishes. Also, after each photo-op we send pictures to everyone involved – the pilots, the ground crew, etc. Contacts must be cherished; it’s pretty much like an after-sales organization, in that taking special care of your existing customers leads to new sales. But all this hard work is rewarded when an aircraft appears behind the photo ship and the shooting starts!

What were last year’s highlights for you, Eric?
My highlight for last year was a flight in July with four F-16s. The Belgian and Dutch demo teams flew several formations behind our Skyvan photo ship. To us, it proved that what many people thought couldn’t be done was actually doable: shooting four operational jets from two different air forces at once, from a civilian aircraft! But there were other highlights: working with Katsuhiko Tokunaga during the NATO Tiger Meet; two photo-passes by the Patrouille de Suisse underneath our photo ship; Team Breitling, with no less than seven L-39 jets, formating behind our photo ship…. And what to think of the warbirds? They have a hard time formating with our relatively slow photo ships, and they are vulnerable to problems that can occur during start-up or during the flight, leading to ground- or air-aborts. So when everything comes together and we have a Mustang behind the Skyvan for five minutes, it really is an achievement. Basically, every successful photoflight is a highlight.

Tony, as a pilot and enthusiast are you excited to have so many different aircraft types, from Cessnas to Gripens, formating behind the Skyvan?
It is very exciting, although when flying the Skyvan you usually never get to see the subject. This is absolutely fine, though, as it allows me to concentrate on the flying, navigating, ATC and radio procedures There is enough to do in safely leading the subject aircraft while also taking in to account the sun angle, weather, and, whenever possible, the background. Knowing that the other airplane is there and the flight is a success is enough. I do like to see the resulting pictures, and I like to work with the photographers to improve continually upon what we do.

What is the normal procedure for a photoflight?
We start with a good briefing before the flight with everyone involved: the pilots, the photographers, and any supernumerary crew. That way, everyone knows exactly what to do, or not, and what to expect. Items covered during the briefing include the area where the flying will take place, the frequencies to be used, speeds and altitudes, any special maneuvers/positions, etc. A good briefing is the best guarantee to get the most out of every flight. We are aiming for the best results in the most efficient manner, which means a maximum number of good shots in the minimum amount of flying time.

Our flying speeds and patterns will vary depending on the subject, weather and location conditions. Whenever possible, the speed is adapted to the subject aircraft's most comfortable speed. The Skyvan has a speed range from 55 to 155 knots and therefore is a good photo ship for a wide variety of aircraft, from Piper Cubs to F-16s. We will usually fly 360s, figure-eights or race track patterns, often at various bank angles. This makes for dynamic, action-like photography and gives various lighting (sun) angles.

You have flown your immaculately-restored OV-10B Bronco behind the Skyvan yourself. What insight did that give you into air-to-air photo work? Was it harder than you expected?
Proper formation-flying skills are an absolute requisite for a good, safe photo shoot. From there on, it is not too hard, really. The Skyvan has a high wing, and usually the photographers want the subject airplane to stay low rather than high. As a result there is not much wake turbulence interference, and hence the formating itself is pretty straightforward. What is more important on a photoflight is not to keep station perfectly, as one would usually do in formation flying. It is better to make very gentle position changes, to give the photographers a maximum number of different angles. Usually still photos are being taken, so there is little need for dynamic maneuvers. Position corrections or formation changes are passed from the photo ship by radio when required. We have tried hand signals in the past, but this has proven not to work well from the Skyvan.

What are your plans for 2010, Eric?
This year, we will be organizing the Air-to-Air Academy. Everything we have learned in the previous years, we want to teach to enthusiastic and motivated aviation photographers. Our philosophy is: “As an air-to-air photographer, you must learn to appreciate every type of aircraft you fly with for pictures. If you cannot enjoy a little Piper Cub posing for you, then you will never be ready for an F-16”. Photographers who have flown with us before and people who are interested to fly with us can apply. We have received reactions and requests from amateur and professional photographers around the world who have seen our work and want to have the same opportunities. Rather than throwing these people “into the deep end” on a photoflight, we want to teach people to think out their equipment and settings beforehand, to know what is expected from them, and to know what to expect themselves – all in a safe shooting- environment.

Our first event of 2010 will take from May 13th to 16th at Zoersel, Belgium, where many of our friends will participate with their aircraft. We will not be too dependant on slot times and other restrictions that we normally have to work around during airshows. So at Zoersel, photographers joining us can expect wonderful little aircraft like YAK-52s, Texans, and Chipmunks behind and next to the photo ships. Once you have mastered shooting those, you will be ready for jets! This is a unique opportunity to shoot air-to-air.

If aviation photographers want to fly with the Belgian Photocrew, what should they do?
They are invited to go to www.ericcoeckelberghs.com and click on the “Fly with us” tab. There they can find more details and apply for more information.

A final question for Eric: Which aircraft is highest on your wishlist to shoot air-to-air?
Well, as you might have guessed, the soon-to-fly Norwegian F-104 Starfighter is absolutely on my wish list. The problem is that our current photoships are too slow for it! (However, there might be a solution to that issue….) On my realistic wishlist for 2010 are Russian heavy metal and “four engines” – we are working on it!

Acknowledgements

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