SkyOut

Team Challenge - Day 6 and 7

2011-10-04T16:29:00.002-04:00

A strong gusty wind on Friday, day 6, kept everyone on the ground attending seminars, including one I lead. We enjoyed a catered barbecue dinner and "mostly" enjoyed karaoke afterwards. ;-)

The day was cancelled early on Saturday but a few people flew mid-afternoon during an unexpected lull. We watched three pilots launch as we returned from lunch at the Cookie Jar Cafe. We arrived in time to watch Cliff move to launch and get trashed around on the ramp by over-the-top wind gusts. Ollie closed launch shortly afterwards.

Just before sunset, as the party was about to begin, our driver Pete wanted to know what I thought of the conditions. The increasing cloud cover and setting sun allowed a wind gradient to develop, making it safe to play along the ridge.

After a quick consult with Ollie, we (Eric, Randy, and me) launched Pete and then Cliff. Sharon was kind to fetch the late flyers and bring them back for the dinner and party.

Pete

I ate, listened and danced to a band, and talked around the bonfire before saying goodbye and hopping into the car around 11:30 PM for the long drive back to Massachusetts with Randy.

I was disappointed we only had one task, but, as always, I learned a lot, caught up with many old friends, made a few new ones, and left eager to try the things I learned. If you are new to XC flying or want to step up your game, there's no way you can lose by going to the Team Challenge.

Team Challenge - Day 5

2011-10-04T13:32:00.001-04:00

We finally had good weather on Thursday as the tightly-wound low pressure over the central plains finally dissipated. The winds slowly increased to brisk, but useable, speeds by early afternoon. Cloud streets intersected the ridge about 20 degrees to the right of perpendicular.

"Look, birds climbing!"

The tasks where

"C" pilots, south along the ridge to Dr. Dale's airfield
"B" pilots, south along the ridge to a water tower on the ridge near Dr. Dale's and back north to the Henson's LZ
"A" pilots, south along the ridge to the water tower, back north to Buck's Knob north of Henson's and back south to Dr. Dale's

Mike and John

The New England team launched as a group and soon were above the ridge to the south. We were the first team soaring the ridge, but the hillside was soon decorated with dozens of bobbing gliders. It took a bit of effort to transition from ridge soaring to thermal climbing; we had to avoid drifting too far behind the ridge while climbing.

As expected we had minor "first day jitters" and radio issues, but soon settled into the day. Ross moved south on course while John and I climbed north of launch. Stacy and Nick boated in ridge lift south of launch looking for a thermal. John took his altitude and moved on, while I circled down to fly with Stacy.

We positioned ourselves where the cloud streets intersected the ridge to improve of our odds of finding a thermal so we could climb and easily cross the gaps to the south. I wasn't much help; I couldn't get Nick, Stacy, and myself in the right spot at the right time. Since we couldn't get high, I recommended we move to the edge of the first gap where I noticed gliders climbing. Nick locked into a climb but Stacy was still trapped on the ridge. After some floundering, I had to cross the gap to avoid landing and left Stacy to fend for herself. She was sliding into the valley when she found a climb and slowly worked her way back up. Great going Stacy! I found a strong climb on a short section of ridge between two large gaps and decided to grab the water tower turn point with Nick as Stacy climbed with several gliders.

Ross had reached the water tower long before us, but landed at Dr. Dale's shortly afterwards. Nick and I easily got the turn point and briefly searched for a climb that would allow us to comfortably cross back over the gaps. Not wanting to linger, I left to help Stacy assuming Nick was following. By the time I reached Stacy, she was heading into the valley to land with several other pilots. Although it would have been great if Stacy reached her goal field, she did an outstanding job on her first XC flight and out landing. Congratulations!

John landed on the way south, so that only left Nick and me in the air. Nick wasn't there when I turned around and I discovered he was still at the water tower a few miles behind. I debated whether go back. Since Nick was flying well and he would have an easy glide into goal if he made it across the gaps, I decided to complete my task before the day shut down.

I quickly reached Henson's where I used three thermals to position myself at cloud base far into the valley. I had a crossing downwind glide to the northern turn point at Bucks Knob. Bucks Knob is a point surrounded by trees upwind of the a diminished ridge line. I was happy to snag the turn point near cloud base, unlike the gaggle of pilots drifting across the tree-covered plateau downwind of the turn point. I had goal on glide after another climb south of the Henson's but wasn't sure I wanted to land there when Stacy told me they didn't have a ride yet. (With the team's blessing, Megan, one of our team's two drivers, joined another team after one of their pilots left. Megan had her first XC and out-landing near Stacy. Congratulations Megan!)

I thought I could find a ride more easily if I landed at Henson's Gap. Instead of gliding directly into goal like Ollie did, I searched for a climb along the ridge that would allow me to get high enough to tag the goal at Dr. Dale's in the valley and fly back to the ridge. I searched the ridge with Jeff but had to leave so I could land at goal. I was about 1/3 of the way there when I looked back and saw Jeff climbing. I was risking points for the team, but turned around and flew in under him. We bounced around in a partially formed thermal and slowly climbed. Part way through the climb, Jeff strayed too far upwind and lost several hundred feet in under a minute. I continued climbing and drifting away as Jeff headed out to land. Bummer. The climb was weak and getting weaker. The day was dying. I easily had goal, but probably not enough to get back to the ridge high enough to fly back to Henson's Gap. I announced I was going to land at Dr. Dale's.

Although I didn't climb, the glide over the plateau and into the valley was kind. I reached goal at ridge height. Um. If I had the same glide back to the ridge, I might be able to stay up. If I didn't, I would be landing out and would sacrifice points by not landing in a designated goal field. I couldn't resist. I turned around and flew back arriving just below the top. The ridge offered up gentle lift that allowed me to very slowly climb over the top and float back to the launch at Henson's and then into the designated LZ at Henson's Gap.

Launch at Henson's Gap

Floating around launch

Although I enjoyed the flying, I was disappointed in my performance as a team leader. I've done this before with better results. I was lucky to break down next to Mike Barber. He offered advice and shared his struggles with teaching XC flying skills. I think I learned a lot and that is what the Team Challenge is all about.

Flights: 1, Duration: 4:02, Distance: 44.8 miles

Team Challenge - Day 4

2011-09-29T00:44:00.000-04:00

Thanks to a large low-pressure system that just will not die or leave, a promising day turned into a series hourly pilots' meetings and delayed launch window openings.

The rest of our team, the Inglorious Flying Bastards posed for a quick picture.

We decorated our gliders with blue "racing strips" so we could easily find team members in a crowded sky.

The day was finally cancelled due to a strong cross wind. I kept hoping the late day sun would heat up the west facing side of the valley and allow us to launch and soar. My teammates knew how to torture me by making me choose between ice cream in the valley or waiting for a chance to fly. I choose to wait for a chance to fly.

Conditions did slowly improve and I decided to "give it a go". With help from Bubba, Miller, and John I launched and worked my way onto the top of the ridge. (Thanks guys!) Once I got established above the ridge it was easy to stay airborne in the light late-afternoon lift. I sped along the ridge for several miles, chased migrating birds, and generally had a good time blowing off steam.

The late afternoon sun and hazy air gave the valley fields below an enchanted look.

More gliders started appearing in the sky. Shane flew south beyond my position at the gap to the water tower that was part of our originally planned task. Randy flew his new glider he picked up at the airport this morning. I zipped around my new friends for a moment before buzzing launch and heading to the LZ before the sun set. I had a nice landing and was greeted by Megan offering me a beer. Thanks! We quickly packed in the fading daylight and I hoped in with Bill and Byron Estes for a quick ride back to the top. We had dinner while watching landings from yesterday afternoon before breaking up for the evening.

Flights: 1, Duration: 1:16

Team Challenge - Day 3

2011-09-27T21:10:00.000-04:00

The weather gods toyed with us today. The valley was filled with fog early this morning, but that is normal on many good days.

An unusual low-pressure system that was wrapping on itself played havoc with our local weather.

The forecast changed during the task committee meeting, again a few hours later, and yet again after noon. Unpredicted high clouds crept in from the south and rain was nearby. The task committee prepared two tasks but postponed launch when the clouds in the valley hadn't dissipated by 1 pm. We kept ourselves busy for another hour.

"Someone" customized Stacy's glider. (Stacy is our "new" C-rated pilot.)

The task committee eventually cancelled the day as it was obviously un-soarable. We sledded to the LZ below while our launches and landings were recorded for review after dinner.

Many of us need serious soaring, and soon!

Flights: 1, Duration: 0:07

2011 Team Challenge - Day 1 and 2

2011-09-26T16:28:00.000-04:00

Randy and I arrived at Henson's Gap near Dunlap Tennessee late Friday evening for the Team Challenge.

The New England crew setup for a warm-up flight Saturday afternoon. Scattered clouds formed over the plateau while the valley remained blue. Pilots sledding to the LZ convinced us to wait but three rigid wings launched in sequence, flew over to the southwest face, and slowly climbed out. That was enough encouragement for me, so I followed Randy off launch after waiting for a slight tail wind to subside.

Randy worked a bubble he encountered on his way to the southwest face for a couple turns but headed to LZ. I flew directly to the southwest cliff but encountered strong sink on the way there. I didn't arrive as high as I hoped, but still tried to find a way up. After a few passes with minor lift, I flew to join the growing crowd in the LZ.

A few pilots managed to climb up and enjoyed an afternoon at cloud base while the rest of us caught up with old friends in the LZ.

The first day official day on Sunday was blown out and the second day on Monday was rained out. We attended seminars and waited for better weather to arrive.

Flights: 1, Duration: 0:07

Swarm

2011-09-20T23:11:00.000-04:00

I planned to skip flying last Sunday. It was too cold (24F / -4C) and breezy on Mount Washington, not enough wind and maybe showers on the coast at Plymouth, and likely blown out at Mount Equinox and Mount Greylock. Lee and Randy also tossed in the towel, JJ didn't have wheels, and John Z decided to skip Washington after a conversation with me. Peter J admitted the forecast was questionable, but was headed to Mount Greylock because "he has never been blown-out there" and his daughter and friend wanted to "get outside". I stared at the forecasted 20+ mph (32 k/h) winds and resigned myself to domestic chores.

Luckily Amy told me to "just go". I could socialize with pilots that drove in from afar for the weekend. I also think she didn't want to be around someone looking at the sky and weather reports all day. What the heck. I called JJ and offered him a chance to take his glider for a drive. Apparently he didn't have any other options and readily accepted.

JJ and I surveyed the flood damage as we drove along Route 2 west of the Connecticut River. Flat green river-bottom hayfields that I flew over a couple weeks ago were converted into cheap imitations of desert sand dunes. Mature trees ripped from the ground and piled up along the shores provided evidence of hurricane Irene's rain-making power. Although I wasn't happy that I had to stop at construction sites I was surprised we could get through some sections.

John S was the first to launch as we drove up the mountain. The park ranger collecting money said it was zoo with at least 50 pilots getting ready to launch. Um. Good news: it is flyable. Bad news: we are late and at the back of the line. Sigh. We hastily said hello, signed in at the lodge, and started rigging.

Pilots continued to launch as we setup, forming an ever growing swarm of colors that snaked back and forth in front of launch. The seething mass would occasionally whirl upwards only to collapse back on itself into a dense mass below.

Time-lapse of the launch area

Meanwhile, the members of a team (John, Nick, Stacy, and Ross) I'm on for the upcoming Team Challenge were there and wanted to practice flying together. Internally I was thinking its "every man for himself" in that gaggle!

Spectator's view

I lined up behind Doug B and in front of Linda and waited. Gary assumed the role of launch coordinator and kept the paraglider and hang glider launches staggered. Of course, the spectators loved the show as 58 pilots ran off the mountain into the glittering colorful cloud in front.

Lining up

Although it wasn't blown out, the wind was the strongest I ever launched into at Mount Greylock. With Amy R's help on my wing I ran off in a good cycle and was soon part of the mass bouncing up and down in the choppy air.

GREYLOCK 9-18-2011 & 9-19-2011 from Keith Beebe on Vimeo.

Most of us were trying to avoid each other, although at times it seemed some pilots were trying to make the evening news by causing a spectacular mid-air collision. Needless to say, I quickly started looking for the escape hatch. It was easy to keep your feet off the ground, but quite hard to reach escape velocity. After a couple failed blast-offs, I finally broke through to cloud base and finally relaxed.

Launch

The wind and the best thermals kept dragging us over the trees to the south and southwest.

Luckily, a nice line of clouds formed and it was relatively easy to push back upwind to landing areas. Likewise the line of clouds extended downwind and sang a siren's song of blissful XC that no one listened to. Too bad.

Our team had radio issues but I did manage to fly with Stacy as she climbed out over the bail-out LZ to cloud base. We flew back upwind to the valley and north to the LZ at The Range, a mini-golf business along Route 8. I watched Stacy prepare to land as the wind shifted from northeast to southeast and back. I didn't want any of that, so I twirled up when I ran into a strong thermal coming off the LZ.

I cruised around until I thought it was sane on the deck. I quickly circled down, passing JJ on the way in. I planned to land heading east and not try to land perfectly into the ever changing wind. However, when the flags consistently showed north northeast, I decided to land into the wind, i.e., heading northeast. Bad choice. The wind switched from north northeast, through west, to south as I flew through base and final. I couldn't get my wings level enough for a proper flare and "pounded" in on a wet area of flood-deposited mud. Luckily only my ego was hurt. (I should have stuck with my original plan and should have flown faster during my pattern to compensate for the fickle winds).

Aside from re-learning lessons about landing, it was also obvious that I need to work on my weather predicting skills as well. The winds were 15 mph, not the 20 mph the computer models predicted and I took as certain fact. Peter was right. John also gently reminded me of my prediction flaws via a series of text messages I first saw when I turned my phone on after landing. He apparently spent the day watching perfect flying conditions unfold on Mount Washington after listening to me tell him it would probably be "marginal". Sigh.

I quickly lost track of my imperfections among the beer, food, and friends at the Freight Yard Pub later that evening. We relived the afternoon through stories of brilliant and precise maneuvers used to avoid certain catastrophic collisions, accompanied with hands deftly dancing through the air mimicking paths taken through the swarm.

Thanks James for driving my car down!

John posted a video. So did the BAF and Dan.

Greylock 9-18-11 from Dan Chisholm on Vimeo.

Flights: 1, Duration: 2:25

Aeolus

2011-09-15T23:53:00.000-04:00

I knew I had to "give it a go" when I saw a sign tacked to a tree alongside the road pointing to "Hang Gliding" in Groton Massachusetts in the early 1990s. I had blast spending weekend mornings hiking gliders up the narrow abandoned ski slopes of Groton Hills for a few moments escape from gravity's prison. Its strange to think those slope skimming flights eventually lead to flights at dizzying heights all around the world.

The school closed long ago, the slopes have grown in, houses fill the LZ, and some of the people are no longer alive. A few of us still keep in touch, but most don't fly hang gliders anymore.

Here is a video from 1991 that captured a bit of the fun, and people, from that funky place and time. (Yours truly makes several appearances, including a flight.)

Aelous

Almost Home

2011-09-13T12:21:00.001-04:00

Good cross country flying is usually only a memory by mid-August, but occasionally a shot of cold Canadian air spilling over the still-warm ground gives us one last fling. Like hungary kids without money in a candy store, we were unexpectedly given a bag full of treats three weeks ago today, August 23.

Peter picked me up at home and tossed JJ and Randy onto the truck in Leominster before continuing along Route 2 to the Mohawk Trail in western Massachusetts. There was some grumbling about going to the "trail" due to the large number of "sled rides" doled out this season. I wasn't worried; the forecast looked good.

I was also on a mission to lay-down a late summer flight to beat the embarrassingly short flight winning the local annual XC competition. I know the season has been pathetic, but surely we could do better. John Z had the same thought and was driving to aero-tow at Morningside to see if he could fix that.

We pulled off Route 2 into the parking area and met Amy and Keith getting ready to hike into launch. We were rigging a bit later when PK and Brooks showed up. No one was eager to launch since the occasional light to calm cycles triggered fears of impending sledders. The sky looked too good to wait any longer, so I suited up. Since Randy's glider was between me and launch, he offered to go first. Randy waited for wind to blow in, while I had to wait for the wind to calm down. Go figure. Keith captured our launches on video.

I never got low but didn't beam out either. Randy and I flew south to the steeper and taller part of the ridge. The rest of the crew launched and were hanging on close to launch. Amy eventually flew south to us as we started climbing above the ridge.

Mount Greylock viewed from Mohawk Trail

I was due east of Mount Greylock about 2 miles (3.2 km) south of launch when I noticed Peter getting higher than us. I started flowing north and shifted into high gear when I noticed PK climbing quickly in front of launch. I came in way below both of them and snagged the last rowdy bits of the thermal. I drifted back as far as I dared but luckily (?) stumbled into a rowdy screaming banshee that threw me upwards when I pushed upwind. Whew, I was finally at base with Peter and PK as I watched Matt creep onto launch far below.

Cloud base was under 5000 feet (1500 m) but still high enough to go exploring. Peter decided to join me as I carefully ventured east along Route 2.

I played at cloud base as we flew over scenic hills and valleys. We were heading to the LZs near the ski area in the upper right of the next and previous pictures. (The lake on the top of the mountain is a storage facility).

Looking east, LZs near ski area at upper right

Peter missed a strong climb that kept me at base, but still had plenty of altitude to make the inviting fields in the valley ahead.

Peter in lower left corner

Looking back to the west

Peter got low as we entered the valley so I moved on. I had to stop for several weak thermals as I got low at the other end of the valley over the Deerfield River.

Since one of the pilots back at the ridge had a microphone stuck "on", I couldn't communicate with Peter. I was getting ready to move on when lo-and-behold he came flying in a few hundred feet below me. Sweet! We searched without luck for a climb to cloud base. Peter flew to the southwest along a sunlit ridge while I pushed back upwind to a good looking cloud. I was rewarded with a trip to base while Peter glided to a large field at the end of the ridge. Bummer, but still a very nice flight.

I continued on along Route 2 over the ridge towards Greenfield and an easy cruise under a short street to the other side of the Connecticut River valley.

I now had to rely on my flight computer, coordinates I programmed years ago, and my gliding ability. I plotted a course hopping from airfield to airfield along Route 2. Each airfield was reachable from the previous airfield, but years ago I planned on a 7000 to 8000 foot (2100 - 2400 meter) cloud base, not the 4500 to 6000 foot (1300 - 1800 meter) cloud base I had. Oh, I have to rely on the airfields since useable LZs are scarce in that part of the state.

I reached the airfield at Turners Falls without any drama, but the next three required tactical flying.

First up was the forest around the Quabbin Reservoir. The best clouds were south of course line so I had to work hard to keep within reach of a useable LZ.

Quabbin Reservoir

The day was changing as I reached the airfield in Orange. A large mass of overdevelopment was creeping towards me from the northwest, smothering everything in its path. I left prematurely trying to outrun its grasp.

I arrived at the next airfield in Gardner but was running out of options. There were good looking clouds to the southwest over Mount Wachusett but no LZs. Everything along my course line to the east was shaded. I decided to carefully venture over the trees towards the mountain looking for a climb while still keeping within glide of the airfield. I found a broken climb that got me high enough to barely reach the Fitchburg airport or the airfield at Sterling. I couldn't see either but quickly needed to make a choice. I could probably fly further heading southwest to Sterling, but the deal with the crew was to land along Route 2 AND home was only one more climb away to the east. It looked hopeless, but maybe, just maybe, I'd find one more climb.

I started the long nail-biting glide towards the Fitchburg airport. The landing options along the way were not enticing and neither was the sky overhead. I knew my day was done, now the only question was would I make it to the airport? I had a neutral glide and arrived with enough of altitude to enter a left-hand pattern half-way down the runway. A pilot taxied out and took off as I was turning onto final, so I shifted my approach to the north, flew along the taxi-way, and landed next to the wind sock.

I chatted with several pilots and airport personnel as I leisurely packed up, thrilled with afternoon I just had. I watched students practicing touch-and-gos, including someone in a Stearman.

I waited in front of the terminal building while JJ fetched the truck (after landing with Amy, Brooks, Keith, and PK in the valley below Mount Greylock), picked up Randy and Peter along the Deerfield river, and then came to get me.

I talked with John Z as I waited. He had a nice flight from Morningside to the fairgrounds in Deerfield NH and was also grounded by overdevelopment.

This flight was a real treat. Its getting difficult for me to find unexplored places in New England to fly over, but aside from the launch, every part of this flight was new to me. It's also sweet flying directly back along the way we drove to launch, dramatically shortening my usual multi-hour drive home. The only bitter-sweet aspect of this flight is that I landed 11 miles (18 km) from home; one more climb and I could have landed in my back yard.

Flights: 1, Duration: 3:45, Distance: 67.7 miles

Social Sledder

2011-08-29T07:45:00.000-04:00

The valley was smothered in fog as I looked beyond the cliff edge when I woke up in my tent at Morningside Saturday morning two weeks ago. I wasn't too upset; it gave me an excuse to sleep a little longer after hiking into Ascutney and drinking a few beers around the camp fire the previous night. A check of the weather on my phone later didn't motivate either; stable with light winds.

After a leisurely shower, a few rambling conversations with student pilots, a long breakfast with Peter and Rodger at Dusty's, I was finally forced to decide what I wanted to do for the day. Rodger decided to race home and take his daughter for a flight in an ultralight. I decided to drive further away from home to West Rutland so I could socialize with the paraglider pilots heading there. I told Peter and PK I was going for a "social sledder".

As expected a good crowd had gathered on launch. It was good catching up with everyone as we waited for someone to "dive off" and convince us we were wrong about the day. Dan was the first to launch and fought a slow, but losing, battle to the LZ below. The fact he maintained over the LZ for awhile was encouraging. Keith didn't want to wait and was the second to launch.

A few minutes later, Keith was climbing above launch from far below. Yahoo!

Launch was busy for the next half-hour as hang glider and paraglider pilots ran off into the air. Surprisingly, at least to me, everyone was staying up. My turn came and I ran off into a nice easy climb along, and then over, the ridge to the west.

I had a good time flying with everyone; weaving around, above, below, and between my fellow pilots. PK and I talked about going XC, but the uninspiring sky and a lack of drivers kept us local. (Remember, I was counting on a sledder.) Since we were not going anywhere far, I had to find something challenging to do. I decided to fly upwind into and beyond the upper bowl across the valley. (The bowl is beyond the peak behind and to the right of glider in the picture above.)

I followed John in his ATOS but stopped for a rowdy lee-side thermal before pushing on. The view of peaks to the south was refreshingly unfamiliar.

I played in the surprisingly rough air but still managed to snap a picture of the south facing cliff of the tallest peak and of the view across the valley towards launch before returning to the ridge.

Looking towards launch

I zoomed around the ridge with a "late" crew and made another trip across the valley to verify it was indeed still rowdy over there. ;-) PK and I flew awhile with Dan (on his second flight) and George before they headed to the LZ.

Dying thermals gave way to a pleasant wonder-wind which West Rutland is well known for. Finally there were only three of us in the air, soaking up what the lazy evening was offering.

All three of us left a still-soarable ridge and headed to the LZ satisfied, at least for the day.

I started breaking down while PK snagged a ride to launch with Bo to fetch his truck. I chatted with Amy, Dan, and George while I packed my glider and then started working on PK's when he didn't return. He was late getting back down since he helped several pilots launch into soarable air at 7PM! Hardly a day for a "social sledder".

Flights: 1, Duration: 3:40

Too Much of a Good Thing

2011-08-28T11:09:00.001-04:00

A couple weeks ago, I tossed the camping gear into the Subaru for a weekend of flying in northern New England. The first stop was Mount Ascutney. The weather looked good, but not great. You have to expect that in mid-August. The regulars Jake, JJ, Peter, PK, Rodger, and Ryan were there as well as Greg, who wanted to check-out the launch on his way home from vacationing in Maine.

The wind was light and clouds anemic as we rigged. I finally decided to go when the clouds starting filling in and birds started soaring a bit. JJ decided to go at the same time and launched first despite recommendations from other pilots to "wait awhile". He slowly floated above launch height much to everyone's surprise and delight. Soon we were bobbing around enjoying the extremely smooth weak lift.

From right, Peter, Jake, and the next pilot to launch

Peter

Although the clouds continued to build and the air was buoyant, everyone except PK wondered at some point if their flight was ending.

Rodger pulled off a nice save while the rest of us continued circling like sharks around the top looking for our ride out.

Rodger is the little white dot in the lower left

I finally found the escape hatch behind launch. I spun up in a tight little core that PK couldn't sink his teeth into, even though in came in over me. I climbed to cloud base where I found smooth weak widespread lift. I could fly just about anywhere I wanted.

I kept flying back upwind waiting for my buddies to climb up and join me before heading south along the Connecticut river.

My buddies are the dots near the lower center of the picture

After 3 or 4 return trips I started "pressuring" PK and others to take off even though they were not as high as me because it was quickly overdeveloping. PK finally cut loose and we started heading south.

We had a buoyant glide south, but it was apparent that the clouds had overdeveloped and no sun was reaching the ground. Although we were not sinking much, we couldn't find any climbs.

We both did our best to stay airborne hoping the clouds would dissipate allowing the sun to restart our thermal engine. I found one pathetic climb south of Claremont NH, but despite our best efforts we very slowly settled onto the airstrip at Morningside.

PK banked up over the airstrip to the left

The rest of the pilots landed at the mountain roughly at the same time we did. Although I didn't fly far or for very long I will remember this flight for the exceptionally smooth and gentle air.

We shared flying stories over dinner in town and later around the camp fire at Morningside. I pitched my tent on a rock outcropping near the lower launch and watched the stars twinkle overhead as I wondered what tomorrow would bring.

Flights: 1, Duration: 1:40, Distance, 9.8 miles

Morningside Lives On

2011-07-18T17:53:00.000-04:00

Morningside is open again! The new owners, Kitty Hawk Kites, finalized the purchase on Friday and opened for business on Saturday. (Impressive!) Many local pilots, myself included, showed up to meet and welcome the new owners.

The website for Morningside, A Kitty Hawk Kites Flight Park, describes the services they offer. They also posted a news blurb about opening day with many pictures. Most of us were impressed with the new crew and I personally look forward to a long and rewarding relationship with my ~~old~~ new "home flight park".

After a lot of socializing, I decided to aero-tow given the total lack of wind and signs of lift. Rodger started the parade of soaring pilots around 2pm. Rhett towed PK, Al, and Nick up before dragging me into a weak climb to the north of the field. I spent the rest of the afternoon soaring in abundant but weak blue thermals that dissipated around 3400 feet (1036m).

Morningside

All types of gliders from single surface floaters, to blade wings, to rigids, to sailplanes played around in the mellow air. We watched a couple A-10s fly far below us as well as numerous small planes headed for the Claremont airport.

Randy with Rhett towing in the background

Nick

Sailplane and Claremont airport at the top of the picture

Rhett

Meanwhile Greg and Jeff launched from Mount Ascutney and were flying at cloud base around 6500 feet (1900 m) further to the west over the higher terrain. PK and I unsuccessfully tried several times to get into the better thermals, but never had enough altitude to cross over the ridge line on the other side of the river valley. I would return each time with just enough altitude to snag another thermal from the tree tops and start the slow climb again.

Clouds out of reach

On one return trip, I soared over the 450 foot (137 m) launch at Morningside with Randy and Rodger before Randy and I dug into a good climb that finally took us over 4500 feet (1370 m). I momentarily thought about gliding south to see how far I could get, but decided to float off my altitude and land at the bullseye and socialize more.

Randy, Rodger, and I stopped for Thai food and ice cream in Keene NH on the way home. The world seemed a little more "normal" now that gliders were flying at Morningside once again.

Flights: 1, Duration: 2:45

Around the Mountain

2011-07-18T16:03:00.000-04:00

Jake, Peter J, Rodger, and I started the weekend early with flights from Mount Ascutney on Friday afternoon. Conflicting weather forecasts and the possibility of sled rides or not launching at all probably kept everyone else away. The forecasts ranged from very little lift to serious overdevelopment and from light northwest winds to strong north winds. The wind forecast concerned me most since the launch on Mount Ascutney faces northwest and a strong north wind makes launching a challenge. Ryan volunteered to pick us up if we could escape from the mountain.

After surviving the hike into launch we were greeted with a promising, but unusual sky. There were cumulus clouds but instead forming the usual round tops they were spreading out over large areas after hitting an inversion around 10000 feet (3050 m). This produced a sky filled with widely scattered "cloud platters on cumulus pedestals".

Jake volunteered to go first. He waited for a break in the north cross and punched into the air with his usual great launch. I scrambled up the rock to quickly join him but the wind was blowing directly across launch. While I waited for my opening, Jake flew down across the northwest face to the ski area that faces north. He searched for lift getting quite low before finding a weak climb. I lost track of him while I waited for my invitation from the launch gods. I asked where Jake was when the wind appeared to be switching in my favor and was told he was over the LZ. What? Crap.

I finally got a light northwest cycle and ran into the air. Like Jake before me, I flew down across the northwest face encountering mechanical turbulence, but nothing worth turning in. I continued on across the north facing ski area. Again, nothing. With my LZ getting dangerously far away, I pushed on around into the northeast bowl. I decided to ignore the useable but unfriendly fields below as I kept going. I finally stumbled into a stream of warm air rising up the far side of the northeast face and started a slow climb. I radioed I was climbing, but Peter and Rodger were not impressed and stayed put.

I was very happy when I could see the top of the ski lift and then the top of the mountain. I relayed my climb rate and position to Peter, who was waiting for his own invitation from the wind gods on launch. I slowly playing in thermals flowing up the northeast bowl. I watched Peter launch and find a climb on the northwest side before hopping over the top of the ski area to the northeast bowl.

We watched Rodger sit on launch as we climbed to base as one of the large cloud complexes formed overhead.

While Rodger, and later Dan, sledded, we had a sweet joy ride at or above cloud base on our way south to Springfield.

I flew out ahead to mark a climb near the Springfield airport. (My glider has a much better glide than Peter's so I took the risks hunting for climbs).

I had a tough decision to make after topping out with Peter near Springfield. The best clouds were further to the west where the LZs were further apart and Peter would be at a disadvantage with his glider. Instead of diving over the higher ground, we shifted east towards the wispy clouds along the Connecticut River valley and its plentiful LZs. We found a couple thermal-wanna-bes but nothing substantial. I pushed on towards Bellows Falls towards an aging complex that offered up one more climb. Peter was too low to reach my climb and landed along the river in a huge mowed hay field. I climbed to around 5000 feet and started a long smooth glide to Putney.

Aside from the small helicopter that was crossing the southern end of my chosen LZ, I had a landing fit for a Vermont travel brochure. I banked over the Connecticut River, flew along the edge of a verdant corn field, flew a long final beside a railroad track and landed in still air at the entrance to a recently mowed alfalfa field across from a red barn with a white silo.

I had pleasant conversations with several neighbors and admired the wild flowers while I waited for Ryan.

Jake, Peter, Rodger, Ryan, and I enjoyed dinner at a typically atypical Vermont eatery. A Mexican - clam shack combo that featured live contemporary acoustic music on a summer evening.

Pilots remember flights for the quantity, (height, distance, or time), some outstanding event, or for the quality. This flight definitely fits into the last category. Going "all in" to snag the first climb and avoiding the ground, being rewarded with a dreamy flight along cloud base, a long smooth glide over towns and farms, a near perfect landing in a post card setting, and a fun funky dinner filled with flying stories makes this flight a "keeper".

Flights: 1, Duration: 1:55, Distance: 29.8 miles

Cannon Mountain

2011-06-27T19:44:00.000-04:00

I fear my flying has turned into an addiction. According to Wikipedia, addiction is a continued involvement with a substance or activity despite the negative consequences associated with it". I have been nursing a sore shoulder for two months that started with overuse due to flying. My doctor says it should heal itself if I let it rest for 4 to 6 weeks. Even though I knew better, I somehow found myself standing on launch again yesterday instead of "resting".

It started yesterday morning with my habitual review of the day's weather. Even though I wasn't going to fly, I posted on the local flying forum that it looked good for flying, especially at Cannon Mountain. Moments later Greg called wondering if I was going to fly Cannon. I politely, and honestly, told him I probably would not. Somewhere between the following email, phone, and text conversations with John, JJ, and Greg, I "found" myself committed to another day of flying. ;-)

We were late getting started so I dashed around the house tossing equipment together before hitting the road to pick up John in Chelmsford and JJ in Manchester. The clouds west of Concord towards Mount Ascutney were enticing but any thoughts of carrying equipment into to launch quickly suppressed any idea of flying there. I explained the details of flying at Cannon during our drive north to JJ and John since neither had flown there before. After looking at the bail-out LZs at the bottom, John was tentative about flying and JJ decided to pass. Neither were being weenies; everyone avoids landing there like the plague.

We loaded our gliders onto the tramway and enjoyed the comfy scenic ride up. Dan, Dave, and Greg were ready to launch when we arrived. The wind was blowing from the NW instead of the desired NNE, but was still blowing in nicely at times. I quickly rigged as they slowly launched. Dan and Greg climbed above launch, but Dave had a long glide to the airport LZ 3 miles (4.8 km) away.

I finished rigging, took a few pictures, and moved to launch.

Launch

I ran off the flower covered ski slope and took a few turns in light bubbles before heading away from the mountain and the undesirable LZs below. I started the long sled ride to the airport but bumped into a weak climb that slowly lifted me up as I drifted back towards the ski area.

The little thermal turned into a strong climb over the mountain and quickly shot me to base at 7000 feet (2100 m).

View to the northeast

Mount Lafayette across the notch from Cannon

View to the south; launch in lower right corner

I relaxed once I didn't have to worry about landing below the mountain. Flying at cloud base also helped!

View north

Dan, Greg, John, and I joined up in a strong climb at the mouth of the notch and glided west in hopes of crossing into the Connecticut River valley.

Greg

John

We played around, but weak climbs, lack of LZs, a moderate headwind, and the lowering sun made it tough to go anywhere. Eventually we landed at the airport in nearly calm wind. JJ showed up shortly afterwards with the car after hiking down the mountain. Thanks JJ!

Update: JJ wrote about the trip as well on his blog.

Flights: 1, Duration: 1:19

Into the Haze

2011-06-20T11:37:00.001-04:00

Peter J and John B met at my place Thursday morning before carpooling in Peter's truck to West Rutland Vermont. Al and Greg greeted us when we arrived at the bottom. Al decided not to fly but offered to drive the truck down, so we tossed Greg's glider on top, hopped in, and drove up to launch.

Sam and Tim were getting ready to launch when we arrived. Sam's paraglider wasn't that interesting, but Tim's pristine vintage Fledge III ET was another matter.

Check out the wires!

It was a beauty in the air.

PK showed up as we rigged and waited for clouds to develop overhead. We planned to fly to the southeast to the Rutland airport and then east-southeast across the Green Mountains. It is a challenging course due to limited landing areas, higher peaks, and conflicting wind needs. (The launch faces southwest but west-northwest would be ideal for the crossing.)

PK launched first within our group. He slowly ascended so I stepped up to launch next. Although PK said he was sinking I ran off into a smooth cycle and slowly floated above the ridge line as Greg got ready to launch.

Greg on launch

Allen posted some raw footage of the the launches and flying.

The three of us climbed out as Peter and John cruised the ridge below.

I was immediately ready to start our journey with a glide to a developing cloud on course to the airport, but Greg and PK wanted to fly back to the ridge to get higher and join up with John and Peter. I didn't think it was a good idea, but stayed with the group.

PK was soon at ridge height while Greg and I worked a few thermals overhead. I pushed forward to a forming wispy and was rewarded with a strong climb back to 6300 feet (1920 m) that Greg missed. I floated around the valley for awhile until I joined PK in a climb downwind of the ridge. We finally started heading for the airport but the clouds were fading as the wind and haze increased.

It was difficult to make forward progress as we drifted northeast with every climb. We finally settled into a healthy thermal over Rutland that lifted us to 7400 feet (2250 m).

Rutland, Vermont

Greg made a long gutsy glide into the bottom of that thermal and climbed out as well.

I finally tossed in the towel after I realized it took us 5 climbs to just cross the valley, the clouds were gone, the wind was still increasing from the southwest, and my shoulder was starting to bother me. I slowly glided off my altitude and landed next to the taxi-way at the airport. A short while later PK and Greg joined me and we broke down on a nice lawn.

Rutland airport

We arrived back at the mountain as John and Peter were breaking down after flying for hours along the ridge.

John

Flights: 1, Duration: 1:59, Distance: 9 miles

East Coast Championship - Day 6

2011-06-10T22:39:00.085-04:00

We had our sixth flying day in row at the East Coast Championship today. The forecast indicated showers and/or thunderstorms would develop late in the day, so the task committee selected a 59.2 km out-and-back for the open class and a small 35.9 km triangle for the sport class. We also used earlier launch and start times.

The initial climbs in the 5 km start circle were weak but consistent. Most of the field took the first start time. I had a great start with Larry, but decided to glide down the west side of the Choptank River while he chose the east side. He and Paris hit a strong climb while the rest of us suffered with weak and broken lift as we drifted off course line to the west.

I got stuck low at the first turn point. I cobbled together a couple climbs until Christian marked a good climb that lifted us high enough to venture upwind. I became ultraconservative as I watched Christian, Jim, JD, and Charlie land below. Mauricio turned back to join me in the anemic thermal that became my new home.

We spent a long, long, long time slowly climbing as the sky over-developed, cleared out, and then started filling with inviting cumulus again. Our persistence paid off as we slowly clawed our way up to a newly forming cloud. From there, we flew back home to goal.

Mauricio at goal!

Rich won the day, humiliating the rest of the field!

Rich

(The task committee is a big fan of Rich after he presented some home-brew beer to the committee as thanks for our attempt to call acceptable tasks.)

Brian, Nick, Randy, and I drove into Denton for dinner this evening. After a good meal the Public House Restaurant and Pub, we walked through a car show on main street.

The scores are available on Soaring Spot.

Flights: 1, Duration: 3:29, Distance: 36.8 miles

East Coast Championship - Day 5

2011-06-09T21:52:00.092-04:00

We agonized over the conflicting weather predictions during the task committee meeting this morning. It was given it would be uncomfortably hot (100+ F, 38+ C) and humid. The weather models we use predicted sunny skies, weak lift, and relatively low top of climbs. However, they differed on the direction and strength of the wind. The wind might vary in speed from a leisurely 10 mph (16 k/h) to a brisk 26 mph (42 k/h). We also had limited course selections with the wind direction. We finally decided on a 78.7 km (49 mile) triangle for the open class and a 34.7 km (22 mile) downwind task for the sport class.

Miraculously cumulus started forming as we cooled off in the pool before launching. We were even more surprised when we burst through into cooler air and climbed to 6000 feet (1800 m). I prepared to take the first start so I could complete as much of the course as possible before the wind scoured away the thermals and made it impossible to make progress upwind. I was in a good position but turned back afraid the improving conditions would make it easier later. Most of the other pilots made the same decision and turned back at the second start as well. Finally I glided back to catch the next start time and headed out on course.

It was an easy and fun downwind trip to the first turn point where I took a few photos.

The joyride ended at the first turn point as we swung around into the increasing wind.

I made my second major mistake of the day when I made a short turn away from course line to a cloud building over a small town after gaining 1000 feet (300 m) over most of the lead gaggle on a long glide. The cloud and the climb dissipated before I got there which put me at the bottom of the stack of the next climb the gaggle found. I got pinched off from the lead pilots and then made my third major mistake of the day. Instead of taking the altitude I had and pushing forward, I drifted back in a couple weak climbs with a few other pilots hoping the climb would increase with altitude. They didn't and I ended up landing short of the second turn point which I could have easily reached when I first arrived.

I finally faced up to reality and pushed forward into the strong wind. I landed in a bean field next to a major road and broke down my glider in the corner of Townsend Yerkes front yard.

Tyler and Townsend

Townsend and his son Tyler were very gracious to their uninvited guest. I packed up and waited for Linda and the gang to show up.

I had an enjoyable day of flying but was disappointed in my strategic decision making process. I "know" what the right thing to do is, but have trouble following through. Oh well, live and hopefully learn!

Randy completed the sport class task and went on to land at the beach. How cool is that on a hot day?

The results are available on Soaring Spot.

Flights: 1, Duration: 3:18, Distance: 30 miles

East Coast Championship - Day 4

2011-06-08T21:58:00.078-04:00

Hazy, hot, and humid. Official heat warnings. No clouds, little predicted lift, and low top of climbs.

In spite of the dismal looking forecasts we called a downwind and crosswind task and had a fun day with roughly half of the open class pilots at goal 63.9 km (39.7 miles) away. Once again we were slow getting started. I was on tow when the alarm on my flight computer beeped telling me the first start window was open.

Adam towed me upwind of the field into stable air. A couple pilots were getting ready to land and the only other action around was a gaggle barely in reach downwind. I bet the farm and made a no-return glide to the gaggle. Not only did I connect with the climb but I somehow worked my way to the top.

We conservatively picked our way along the course line towards the first turn point. Paris impressed everyone with his extended low save spread across two large fields. Once around the turn point we flew into the convergence line and picked up a favorable tail wind. I snapped some pictures along the coast.

We landed at a nice airfield that has a building that looks like a space ship!

Mark

I could have been more efficient, but I didn't want to miss the good views.

Bob won the open class, while Nick won the sport class downwind task with a zig-zag at the end.

Flights: 1, Duration: 1:39, Distance: 39.7 miles

East Coast Championship - Day 3

2011-06-07T23:04:00.054-04:00

The cool overcast days are gone as warm humid air started streaming in today on a brisk southwest wind. A trough dragged high cirrus overhead. We struggled with competing weather forecasts but settled on a 82.4 km (51.2 mile) three-legged task to the northeast, to the southeast, then to the east southeast. The sport class had 34.1 km (21.1 mile) task to northeast and then to the east southeast.

It was tough getting pilots motivated as the wind and cirrus increased and the tow pilots reported scarce lift. We finally stepped up and started launching about 30 minutes before the start time, making it possible to drift through the first 2:00 10 km start gate.

My tow was active until April and I got above the ground turbulence and then had smooth tow under the milky sky. I had used most of my altitude searching for a climb before stumbling into a weak climb that I essentially rode to the start circle.

It was a tough flying day as the wind speed and direction shift with altitude shredded the sparse thermals. I shared several nice climbs with friends until a long glide into the wind left me low over a large corn field where I landed with Jim and Mark.

Jim

Mark

Paris won the day in the open class and Randy won the sport class. The scores are available on Soaring Spot.

Flights: 1, Duration: 1:02, Distance: 19.8 miles

East Coast Championship - Day 2

2011-06-06T21:52:00.091-04:00

Some days flying comes naturally and I easily cruise through the sky; other days nothing seems to work and I stumble through the air. Today I amazingly stumbled all the way to goal.

Highland Aerosports at Ridgely MD

The open class had a 99.6 km (62 mile) rectangle task while the sports class had 42.5 km (26 mile) downwind task. The wind was from the northeast.

I launched early to avoid any possible problems associated with towing in a cross wind. The tow and air was pleasant. I took pictures and played in the air with the other competitors.

I had a good start with about half of the field. I was moving along fine until I missed a climb while only a tiny distance below two other pilots. I floundered there awhile before moving on and drifting past the 2nd turn point. I said good bye to the pilots I was flying with as I drifted downwind over trees in the opposite direction of course. I made up the deficit with a quick climb and continued to move well until I had a crappy glide while I tried to empty my bladder. (I'm not talking water here!) I followed that up with a wasted detour to a cloud off course line that didn't work. I also discovered that my radio antenna was broken, meaning I could only talk with team mates when they were in the same thermal.

Despite all the humorous "issues", I was doing OK until I started the last leg of the course. I struggled to find climbs as the clouds and other pilots disappeared. I kept getting low and didn't see anyone in front or behind me. I assumed the "race" was over and I just needed to tip-toe into goal.

By the way, I need to apologize to my feathered friends the vultures. I have recently spread rumors they are clumsy and weak-minded fliers. I was "educated" today when a vulture interrupted my landing approach by jumping out of a tree line to mark a good thermal. I climbed in that thermal as other vultures joined me and my new buddy. They showed me stronger cores while I was content with my original climb. I formally apologize. These birds are true aviation masters.

I took my time getting into goal, only to discover there were pilots behind me that also made it in. I gave up 100 points climbing in a weak thermal since I assumed no one else would come in after me. Sigh.

It was a good day with many tired and happy pilots at goal.

Larry likes his glider

Paris won the day for the open class, while Brian won the sport class.

Flights: 1, Duration: 4:45, Distance: 62 miles

East Coast Championship - Day 1

2011-06-05T22:14:00.070-04:00

The thunder, lightning, and rain helped me fall asleep last night and the overcast skies allowed me to sleep in a bit longer than normal. It was hard to imagine us flying when the protest, safety, and task committees were selected at the pilots meeting at 10 am. Larry, Randy, and I were selected for the task committee. Since Larry was not around, I asked Charlie and Paris to help out. We ignored all but the most optimistic forecasts and tried to design tasks that also stayed out of controlled airspace to the southwest.

We decided on an out-and-back task to the west near the town of Wye Mills, for a distance of 37.7 km (23.4 miles) for the open class. The sport class flew straight to Wye Mills for a distance of 18.9 km (11.7 miles).

We postponed the start 30 minutes when the skies didn't clear as predicted.

Randy and Jim

Mark Bolt launched soon after the altered launch window opened and flew a beautiful sledding path through the sky followed by a sweet landing back at the head of the line. A short time later Paris launched and managed to hang on which started the real exodus of pilots.

I launched soon after, following April into the air in the "checkered taxi" tug.

At first the cumulus forming under the higher clouds were fuzzy, low (2800 feet / 850 m), and not well defined. However they slowly started looking better and better as we pushed to the edge of the 5 km start circle. I picked my way to the edge of the western convergence line and finally dove into the milky cloudless sky with Charlie. We floundered a bit around the turn point, but once I made it back to the convergence line, about 1/4 of the way back, I started a long glide back to goal.

Mark Frutiger had a disappointing landing 800 meters short of goal after spending most of the day flying with us; we could easily see him from goal. Bob, Larry and Rich, who launched late, did well since the day got better later.

The results are available online on Soaring Spot.

Flights: 1, Duration: 2:00, Distance: 23.4 miles

Chasing the Wind

2011-05-27T11:55:00.130-04:00

I had my first flight since returning to New England on Wednesday. I really needed to do something active outdoors after sitting around watching it rain for over a week but I didn't want to re-injure or retard the healing of my shoulder. That is why I dragged my feet when JJ called all excited about flying at Mount Ascutney. I just knew the "death march" into launch would be pushing my shoulder too far. Luckily, at least it seemed like it at the time, the morning forecast showed Mount Greylock (with a very short walk into launch) might be a better choice since the forecast called for very light winds from the east. I added Peter J to the call and he was also in favor of skipping the long hike. After adding in PK's moaning about his shoulder and Randy's sore muscles, we "settled" on Greylock for the day.

John B called to say he was coming as I was leaving to pick up Randy and JJ. He didn't want us to wait, but we ended up picking him up along Route 2 after taking longer than expected to gather the other pilots. Of course, we kept questioning our "decision" all the way there. We could have used some maple syrup to go along with all the waffling.

We met Peter, PK, and Gary at the top. Unfortunately, it was blowing down on launch. We waited for launchable cycles that never came. Time for plan B. It was too late to make the 2 hour drive to Mount Ascutney, but we discussed Petersburg Pass before settling on the Mohawk Trail across the valley. Lucky for us, it was trickling in nicely when we arrived at launch so I lead the way back to the cars for my glider.

New glider in New England for first time

John

The Mohawk Trail is only about 700 feet (213 m) above the LZ, so it can be difficult to get up on a no-wind day. Peter needed to leave early, so he didn't waste any time suiting up to go.

Peter

He managed to get above launch and hung on for awhile but eventually settled into the LZ below. PK was next. His flight was similar to Peter's up to the point he was about to start his landing approach. He snagged a weak thermal and, with us cheering on launch, managed to climb away. JJ was next. He briefly got above launch but was soon wiggling into the LZ. Randy launched into the best cycle of the day. He got above the ridge and managed to hold on. I was next. John pointed out a hawk climbing down the ridge to the left, but the wind was too cross on launch. Every time I had a good launch cycle, Randy and/or PK were right above or in front of me. Of course, every time they were climbing away, it was 90-degree cross. Sigh. I finally ran off in a reasonable cycle while Randy was overhead and climbed above the ridge.

Randy and I shared some climbs and one disorganized climb lower on the ridge where Randy finally said he had enough and went to land. I played with the birds that were also struggling to get up while PK floated far overhead at 5000 feet (1500 m). The highest I got was 3400 feet (1000 m), about 1500 feet (450 m) above launch. John launched and soared a bit before landing. I flew for about an hour before leaving for the LZ; no need to stress the shoulder. PK landed shortly after I did.

John and Randy

We packed up and stopped for dinner on the way home. JJ later pointed out that the amount of airtime a pilot got was directly proportional to their physical discomfort. Um. ;-)

We interrupted a couple in a truck when we pulled into the in the dark parking were we left John's car. We had a good laugh at their expense after they composed themselves and drove away.

I was tired of tying and untying gliders by the time I got home; I had tied and untied the straps eight times! Maybe the season around here is finally underway.

Flights: 1, Duration: 0:51

Spring Training Wrap-up

2011-05-19T11:38:00.092-04:00

I'm back home watching a cold rain fall from a featureless gray expanse overhead. It is hard to believe that a few days ago I was in the middle of the "best east coast flying" I've ever seen. I picked the perfect time for an extended flying safari. I flew at Wallaby Ranch, Quest Air, the Florida Ridge during the Rob Kells Memorial Competition, and all over northern Florida and Georgia during the Flytec Race & Rally. I flew 32 out of 55 days and many of the days I sat out were still soarable. I accumulated 84 hours of airtime, flew over 1200 miles (1900 km), and I've got the tendonitis in my shoulder to prove it!

I spent time in the air and on the ground with many new and old friends from around the globe and created enough memories to fill a room. Us hang gliding pilots are a strange breed; the variety of people hooked by this sport continues to amaze me. The only thing more amazing is how this diverse eclectic group comes together like family.

After a few more days of forced rest while this cold (50 F / 10 C) springtime New England rain falls and I'll be ready to take to the sky again; for the season hasn't even started here!

Photo by Steve Pearson

Update: This was my 500th post!

Flytec Race and Rally - Day 6

2011-05-14T08:24:00.050-04:00

The task for day six was from Viladia Georgia to Allendale South Carolina. Once again I contemplated not flying due to my shoulder, but hey, how hard can it be to fly a hang glider? ;-)

The town mascot showed up for our morning meeting along with several reporters.

We staged our gliders along the launch line and then waited for any sign of lift in the blue sky above.

Some cumulus started popping and pilots started queueing for launch. I made the mistake of waiting too long and most of the line emptied out in front of me. A few of the earliest launching pilots returned to the field, but most climbed out. I was second in line to launch when we had to move the launch line to deal with a wind direction change.

I had a good tow and was on my way. I wanted to start early to avoid a thick band of cirrus that was quickly approaching. I was still in my initial climb for the first start but was in reasonable position for the second.

The first part of the course was fast and predictable but as we approached the convergence line from the coast things got soft and overdeveloped. I tried to race hard as I could using a single hand in climbs and even sometimes on glide. After a couple hours in the air, my shoulder was really bothering me so when faced with a long uncertain glide over trees and swamp with rain falling on me, I turned to the north and landed with Larry and Nick. (Thanks Sue for letting me use your phone when I discovered I had no cell service.)

Bill and Mavis showed up even before I finished breaking down. We loaded up and then picked up Patrick who landed only 7 km short. Bummer!

We enjoyed sushi in Aiken South Carolina and relived our flights.

Flights: 1, Duration: 2:53, Distance: 84.7 miles

Flytec Race and Rally - Day 5

2011-05-14T08:00:00.020-04:00

The fifth leg of the Flytec Race and Rally was from Americus to Vidalia Georgia. Any lingering plans to fly to Chattanooga were squashed with souring weather to the west and north. Instead we turned towards the coast and better weather.

Personally, I've been dealing with an increasingly inflamed shoulder resulting from flying for a couple months without rest. I thought about staying on the ground yesterday but just couldn't bring myself to pass up yet another day of great flying. I had to dial back my flying, but still had a great time.

I had a good start but chose a path to the right of course line that initially worked well but left me struggling after a single good climb. I spent the rest of the flight trying to work off that initial delay.

I had one memorable climb where I spotted an enormous swirl in a wheat field. I watched three birds head for the invisible dust devil only to turn away after being tossed around. Of course, I dove for the swirl and prepared for battle. It was a "all hands to battle stations" for a few moments until I got established in a wicked-good climb.

I shared great climbs and views with many friends along the way. Many pilots made goal.

We spent the evening sharing stories at a sweet "treehouse bar" in town the dragged ourselves back for much needed rest.

Flights: 1, Duration: 5:13, Distance: 120.6 miles

Flytec Race and Rally - Day 4

2011-05-11T21:20:00.000-04:00

The fourth leg of the rally was Americus Georgia to Eufaula Alabama. The forecast for today originally predicted brisk northwest winds, but the morning forecast showed light and variable winds slowly becoming west-southwest. The task committee chose a later-than-usual start since the task was shorter than the previous days and it took awhile for cumulus to form.

I was 3rd or 4th to launch behind Steve piloting the tow plan. The ride was rowdy from the "get go". I finally released around 900 feet (300 m) and immediately started climbing to base over the airfield.

Photo courtesy of Alex McCulloch

I soon noticed a glider with a broken keel laying on the ground just in front of the launch spot. I saw people run to assist the pilot and became worried when the crowd didn't move the glider aside to resume towing. This usually implies the pilot was hurt and this was the case. Patrick and then Charlie got on the radio to let know that Julia had crashed and was hurt. I watched the ambulance arrive as I glided away from the airfield in case a helicopter extraction was needed. After awhile I was told to land and then told I could stay in the air if I wanted. A few minutes later I was told to land immediately since the police wanted everyone on the ground before the medical helicopter arrived.

Mitch, Curt, me, and two other pilots did our best to chew down through 5000 feet (1500 m) of air. The field was still active when we landed, but we all were on the ground and out of the way before the helicopter arrived. (We found out later Julia was OK, aside from cuts and bruises).

The task committee hastily tried to salvage the day, but it was probably too late to pull off a task that would be fair to all the pilots. Jamie finally cancelled the day and a few pilots decided to fly around the field.

Some pilots are fashion trend setters.

I parked my glider for the night near an abandoned crop duster.

Bill, Patrick, and I met a small group for dinner in Americus before returning to the airfield and our tents.

We plan to continue our journey tomorrow.

Flights: 1, Duration: 0:33