Window views

I recently bought a coffee table book that had photographs of views from the airplane windows. It was very nice to realize that i am not the only crazy person glued to the window while clicking my shutter. I had some luck on this recent trip with few pictured of Cyprus mountains as well as bird's eye view of downtown London.

London on approach path


Downtown London, Thames, London eye, Tower Bridge

Some mountain lake on a way from Lanaca to Heathrow and leaving the mainland towards UK

Cyprus from air. Throdos mountains. Note the grey cloud of smoke from most recent wildfires.

LHR airplanes

Had a few hours to kill at LHR waiting for connection. Amasing how time flies when you have a camera to play with! I love the rainy landings as the moisture on the wings can add some surreal effects.

On a way back, we sat on the tarmac for a while waiting for a T-storm to pass over. I turned back and snapped a long wet line up behind us and the plane right after us for take off.

Airplanes at YYZ

I took my cameras with me on a recent commercial flight on YYZ-LHR-LCA and back route. My first ever time flying on a one of AirCanada's newest Boeing 777's. That airplane is absolutely huge. Note two entrance sleeves - closest one is for business class pax.

While waiting to board the airplane, i occupied myself with shooting the landings of various airplanes.

My window seat at the back of the airplane was in Row 52 and there were still a number of rows behind me. I occupied myselt with the views our of the window for a while - although i must note that i liked the view of downtown Toronto from a small Cessna so much better. I have to re-start my night rating one of these days.

Tolerance

I have read a lot about building tolerance to G's while doing acro, but did not think it would apply at my (very beginner) level. Turns out i was wrong.

Recently, I had an acro session after a 3 weeks break from my previous acro flight. During this break i flew a lot on commercial airliners, but that's a subject of a next post.

I was very eager to fly after such a long break and planned to basically repeat the program i did 3 weeks before. Hammerheads (still the easiest one for me to do), loops, aileron rolls, inverted flight and may be try a slow roll or too. Change directions with HH or 1.5 turn spins. I did about an hour of these items last time around and enjoyed it immensely.

I normally fly in the mornings and either bike or scuba dive in the afternoon, so i planned the ride for the afternoon as well.

The Wx was VFR, but with intermittent showers in the area. The cloud bases were very high and the air was surprisingly smooth, so i was all set for a nice acro day. Except i could not.

20 mins into the flight, after a few HH, loops and rolls, my stomach just could not take it anymore and wanted straight and level. I was trying to fly through some light showers, so i took a break and picked my way to the clear weather again. Thinking the stomach should have settled, i tried a few more aileron rolls and then inverted flight again - not a very good idea. It was only 40 mins into the flight, so i thought if i do a bit more straight and level, i can try a few spins. During the first spin, i knew i had to go land fast as my stomach just could not take it anymore and i was getting very tired.

The wind picked up while i was gone and were gusting 15 kts directly across the Rwy, so i had to crab at a 45 degree angle. I figured i will try to land and if i am still blown sideways I'd go around and land on a grass directly into the wind. As i was transitioning from crab into slip and flaring, the wind stopped (it is blocked by the buildings at touchdown point), resulting in me over-correcting and drifting into the wind. I corrected back while adding a bit of power. The resulting landing was not one of my most graceful ones, but me and my stomach were safely on a ground.

I did not do anything else that day as i was feeling completely wiped out. I then remembered that that was a bit similar to how i felt after my first ever spins lesson and realized how much tolerance i must have built without even realizing it and how easy it was to loose it, especially with a bit of remaining jet-lag from a previous week's vacation.

I am back!

Well, it’s now or never… I dived to 140 mph and then pulled on a stick to start the loop. And then pushed on a stick to stop the loop a few seconds later as tunnel vision made its presence known again. Plane hovered in zero G for a second, then started flying again. As the plane flew straight and level, I contemplated what to do next.

It was a few weeks after my blackout episode. I had a very successful dual session a week prior, doing loops, rolls, hammerheads and immelmans. Consequently, I knew there was nothing physically wrong with me. Whatever it was this time was entirely in my head. The blackout episode scared me quite a bit and that fear was preventing me from doing easy things I have done dozen of times before.

As I flew around I thought that the fear seemd to be associated with the upside down part of the loop since that was where the blackout happened. I then decided to try a hammerhead. I am sure that was probably the clumsiest hammerhead I have ever done, but it worked. Encouraged, I tried again, and then again and again – they all worked and I had no fear or tunnel vision.

Few hammerheads later, it was time for a loop again, except this time it went perfectly fine. I screamed “I am back” in relief as I was pulling out of the loop as I knew that I just overcame a huge barrier in my head. The relief and joy I was experiencing was immeasurable. The session got better and better afterwards.

I flew along the east-west roads, using hammerheads and 1.5 turn spins to change directions. I practiced more loops, rolls, some combinations of the above and inverted flight until my stomach nearly gave up and ordered straight and level flight with an open window. I was at about 3,500 ft and close to home field, so decided to call it a day and headed for the barn, i.e. airport.

Hobbs meter registered 1.0 hrs of flying time. One of the most meaningful hours of my short flying career. And i am already looking forward to the next session - will be practicing cuban 8's.

Hazy Flying

Having enjoyed my previous x-country flight in a Citabria so much, I decided to try a longer flight to a place with a restaurant for breakfast. My passenger was all for it, the plane was available all day, so I had the luxury of time.

We had some other plans for later in the day, so I decided to fly Collingwood airport that was 40 miles away from my home base, had a good restaurant and, most importantly, was located next to a big lake that would be a hard thing to miss in case I got completely lost.

All planning done the night before, I woke up on Sat morning to find the sun obscured by the same haze that was hanging over all southern Ontario for the previous week. Driving to the airport, and looking at the buildings on the sides of the highway, it appeared that haze was even worse that I expected, especially looking into the sun. Arriving on the field, I called Flight Services and discovered that the viz was 3-4 miles in haze, just above legal VFR, and, to top it off, they were expecting thunderstorms later than day. Strangely enough, it did not look bad on a ground.

I decided that the combination of barely VFR visibility and no navigational instruments in a Citabria was not suitable for a x-country flight to a place I have never been to, even if it was next to the big lake. Instead, we decided to bring coffee and sandwiches with us and fly to Greenbank again or, failing that, Simcoe Regional and have a picnic there. Both were a short hop away from home base.

I discussed my plans and itineraries with my instructor and told him that I will make a decision once I take off and see how bad visibility was looking east (the direction of Greenbank).

The wind was absolutely calm and takeoff uneventful. As soon as we turned to face East, I knew I was not flying to Greenbank that morning as trying to see anything through the haze while looking into the sun would have been very-very tiring and potentially not safe. I called my instructor on a radio and informed him that we were heading to Simcoe Regional and turned north to follow the shoreline of Lake Simcoe.

Flying through the haze was an interesting experience. It was surprising to look up and see the bright blue sky while everything around us and below us was dull and grey. It was tempting to climb out of that thick layer of haze, but I could not as I would lose the details on the ground above 2,000-2,500 ft.

Despite the haze, I found the airport with its 5,000 long runway with little problems, did my calls, checked the sock (limp) and soon I was coming in for a landing. By the time we landed and parked the plane near terminal, it was also very-very hot, so I had to sit in the shade under the wing to record my times.

With sun’s thermostat set at “full hot”, picnic on a grass no longer looked that appealing, so we took our sandwiches and coffee into the cool air-conditioned environment of the FBO and spent time talking to people inside and looking at the “planes for sale” section of latest issue of COPA newspaper and generally enjoying ourselves.

On a way back, we detoured a bit to see the another grass strip that we were encouraged to visit that was easy to find as it sits next door to a giant Honda plant, but it looked a bit too rough and sky was getting darker in the west, so we decided to head home where I had my best landing yet in a Citabria – we did not even notice the point at which we stopped flying and started rolling!

Playing on the grass.

1.6 hrs – “short cross country to Greenbank and back”. Simple number and a one-liner in the logbook hide so many experiences and emotions. Joys of grass landings as they supposed to be done (in the tail dragger!), flying low and seeing the earth come alive with flowers, grasses and leaves in the late spring and my first ever tail dragger passenger.

It was a gorgeous day at the end of a long weekend, the one we all wished for with all the wind, clouds, hail, storms that Mother Nature unleashed on us in the days before. Winds calm, visibility unlimited, temperature just right for inside the plane in the sun – it was a perfect flying day.

I had my dual acro lesson that morning, and seeing the glorious forecast, made an afternoon booking as well. Did not want to push my body too much, so decided against second acro that day and instead invited a best friend (who is also a great photographer) to come along as I flew to a local grass field to practice my grass landings.
As I was checking out the plane, my passenger occupied himself by taking some interesting pictures of my rental Citabria. Check ups done, we got inside were soon rolling to the run up bay.

I was concentrating on getting all my check lists items done and did not even notice the camera clicking behind me as I was flipping the switches.

Take off was uneventful and soon we were floating in the sea of green as various fields, farms and ravines passed under our wings. The warm air radiating from the ground was starting to cause a few bumps here and there, but seeing that we were both quite comfortable to ride those out, I decided to stay at 2,000 ft, not climb any higher.

Citabria does not have the Heading Indicator or any navigation instruments save for the compass, and with the bumps, holding the compass course would be difficult, so I pulled the maps, figured out which roads would end near the airport and just followed the roads.

Greenbank, so appropriately named, has 2 grass runways and is surrounded by farm fields and ravines, so it was quite difficult to spot. I made my calls to Unicom, but the radio in the Citabria was unusually squeaky, so I did not expect any answer (Greenbank is advisory frequency).

We flew over the field looking at the sock, which indicated Rwy 34 would be appropriate. I then turned around, descended to circuit attitude and joined the downwind for Rwy 34, making the calls. With the day being that beautiful, I asked my passenger to keep an eye for other planes as well, expecting lots, but we have seen none and had the little airport all to ourselves.

As I lined up with the Rwy, I realized that I was coming too low and was slowing down. Something in all that greenery disturbed my visual references a bit. I made the power and pitch adjustments and soon landed just fine with a bit of a bounce. Rolling to a full stop, I let my passenger and his cameras out to set up for shooting my touch and goes.

Made a few touch and goes trying to perfect the glide to the field w/o needing much power adjustments and had one of the very beautiful landings and couple of small bounces. And lots of great shots were taken as well.

Having had enough of touch and goes, I picked up my passenger and we flew a bit of a sight seeing tour over Lake Scugog and then made our way to the home field talking about how nice it was and how we wanted to do that again.

It was amazing to be able to share the plane that I normally have all to myself with a close friend and have some great pictures to prove it too.