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Hey everyone, So I have been working long and hard all summer to perfect my drone for capturing aerial video and here is some of the shots I have captured over the summer. Gonio fortress (Georgian: გონიოს ციხე, previously called Apsaros, or Apsaruntos), is a Roman fortification in Adjara, Georgia, on the Black sea, 15 km south of Batumi, at the mouth of the Chorokhi river. The village sits 4 km north of the Turkish border. The oldest reference to the fortress is by Pliny the Elder[1] in the Natural History (1st century AD). There is also a reference to the ancient name of the site in Appian’s Mithridatic Wars[2] (2nd century AD). In the 2nd century AD it was a well-fortified Roman city within Colchis. The town was also known for its theatre and hippodrome. It later came under Byzantine influence. The name "Gonio" is first attested in Michael Panaretos in the 14th century. In addition, there was a short-lived Genoese trade factory at the site. In 1547 Gonio was taken by the Ottomans, who held it until 1878, when, via the San-Stefano Treaty, Adjara became part of the Russian empire. The grave of Saint Matthias, one of the twelve apostles, is believed to be inside the Gonio fortress. However, this is unverifiable as the Georgian government currently prohibits digging near the supposed gravesite. Other archaeological excavations are however taking place on the grounds of the fortress, focusing on Roman layers. Gonio is currently experiencing a tourism boom. Most tourists come from Tbilisi in the summer months to enjoy beaches that are generally regarded as cleaner than Batumi's beaches (located 15 km to the north).

For the last week the weather has been glorious. All the hassles, disappointments, and frustrations of dealing with recruitment agents seem somehow pointless compared to getting out and enjoying the sunshine. Just the other weekend I took a walk along a cycle path in that strange unfinished part of Wichelstowe, roads and streets spread across empty farmland and the onset of green leaves. Not only was my journey shared by the usual crowd of cyclist, dog walkers, and chain gangs of rubbish collectors on community service, but all of a sudden aviation seemed to realise that flying weather was with us again. Piper Cherokees flew by with their warbling rasp. Piper Cubs ambled overhead with their soft rattle. Paragliders hung under their graceful arch of silk, wheeling gently around the sky. For a moment I remembered how it was when I used to fly. Sunshine at an airfield is pretty merciless. There's no shade out there in the open, and only a gentle breeze makes it bearable. You can always smell grass as you stride across the field toward the line of waiting aeroplanes. Most are typical club aircraft but you sometimes see one or two unusual or exotic airframes parked beside the others. That's the one I hired, over there. A Piper Tomahawk, not the most exciting aeroplane to fly but fly it does, and it was within my meagre budget. You get a strong reminder of how powerful the sun can be when you succeed in unlatching the cockpit door. You know how hot it gets inside a car left in the sun? There's more perspex on an aeroplane than a car and at first it feels like an oven in there. Bags deposited, it's time to go through the ritual of pre-flight checks. If something isn't right about your aeroplane, you want to know before you're half a mile up in the air. Haviing done this so many times I no longer refer to a checklist, walking around the aeroplane in a relaxed manner, following the steps required to convince myself this aeroplane is safe to fly. The metal wings feel smooth to the touch, ever so slightly uneven, and in an odd way primitive. All those lines of rivets evoke images of victorian engineering, sturdy engines made by sturdy engineers in stove pipe hats. Well, these are 1970's vintage airframes, built with 1930's technology. That sense of somthing not quite fully modern is pervasive, even with a panel full of modern instruments and radio equipment. So I've checked the airframe, the controls surfaces, the electric systems, the tires and brakes, the propellor, the oil and contents of the engine bay, so no more need to delay and I climb into the pilots seat. I daren't shut the door yet. Under that sun I'll fry. The seat belts are more or less the same as a car, since this is not an aerobatic aeroplane, and I don my headset. Plugged in. Throttle set. Brakes on. Ignition live. You know there's no-one out here, but for safety's sake you yell "Clear prop!" to alert the world that a piece of metal is about to start revolving very dangerously. Magneto's on and turn the key to 'Start'. Aircraft engines are like starting an old car. It takes a bit of care and patience to persuade them them to kick into life. The propellor turns over with a sort of reluctant undulating whine before the engine fires up. The propellor accelerates suddenly and the noise erupts from ahead of you. A few final adjustments, a check of temperatures and pressures, and I call the tower by radio to tell them what I'm up to. They give me some useful information like which runway to use, permission to taxi, and some air pressures so I can adjust my instrument settings. A friend of mne came along for the ride once and stared at me in amazement when he heard this interchange for the first time. "How do you understand it?" He asked. There's no great secret. All those abbreviations and numbers are something you get used to. You already know what sort of thing is going to be said. The Tomahawk wobbles about on the grass taxiway as I wind my merry way toward the runway threshold, holding open the door with one hand, operating the throttle with the other, and using the pedals to steer and brake. With the propellor slipstream the cockpit is confortably cooler. Eventually I reach the end of the runway, conduct my last few checks, close the cockpit door, and ask for permission to depart. The temperature inside the cockpit is starting to climb, the air hot and heavy, and you can't help wondering why the controller is taking so long to answer. Time to fly. I look around for other aircraft that might interfere with my plans, then let the aeroplane mount the asphalt. Line up on the centreline. Smoothly open the throttle. The noise goes from a loud growl into a cacophonic roar. The Tomahawk is accelerating smartly, the wind noise increasing, and I'm now focused entirely on the take off. With some gentle persuasion the aeroplane begins to lighten. A little unsteady at first, the ground falls away and I'm airborne. Before I know it I'm half a mile up in the air, controlling my noisy little contraption with a gentle touch. On the one hand I feel as free as a bird, yet also concious that airspace has rules and regulations. I feel liberated from worldly concerns, yet still concious that I must regularly check my engine and fuel. I feel entirely alone in the world, yet concious of the radio and its demands for replies and obedience. I share the sky with plenty of unseen colleagues doing exactly the same as me. All too soon I'm running out of fuel, money and time slot. The runway looks tiny from the air, and once again I become utterly focused, guiding my aeroplane toward the start of the asphalt strip which I must touch down on in the right attitude, the right speed, the right rate of descent. Barely above the ground a hesitant whistle alerts me I'm slowing down to the point the aircraf can't fly any more, but at the right time, thats precisely what you want. A slight bump, a squeal of rubber, and we're down. The cockpit is insufferably hot again as I taxi back to the apron. Finally I park up and shut down. The engine, starved of fuel, clatters to a halt. The world feels incredibly quiet. Freed from the assault on my senses by internal combustion the tiny whirr of the insrument gyros sounds oddly loud. Even after only an hour, I clamber out stiffly and a bit damp from sweat. What a lovely day.