SkyOut

Ellenville

2009-07-07T12:51:00.002-04:00

As the National Weather Service promised, we had our first dry day in weeks on Saturday. However, it was seriously blown-out so no flying. Sunday's forecast was almost identical to Saturday's. It was time for drastic action.

The wind would be mellower to our southwest, so the choices were Brace or Ellenville. Brace implied a 6+ hour roundtrip drive, a 1 hour hike into launch, and maybe a bit too much wind. Ellenville meant 8+ hours in the truck and maybe the wind being too cross. I wasn't the only desperate pilot seeking their fix and, unlike most times, the group didn't arrive at a single decision. Greg H and Dennis C decided to stay home and watch flying videos or something similar. Jeff C and JJ decided to take their lightweight gliders to Brace. Nick C, Rodger F, and I chose Ellenville.

Dave Hopkins was circling below launch as we pulled into the LZ. We chatted with Toni Covelli, paid dues, signed waivers and threw Keith on before heading up. Only a faint breeze blew across launch when we arrived and the enticing cummie fields we drove under most of the morning were replaced with thin cirrus. Although conditions weren't epic, I wasted little time and started rigging; I was starving for airtime and even a sledder would taste good.

Several paraglider pilots launched and one managed to climb above launch while I was stuffing battens. While Tom Galvin was standing at launch he announce Dave was topping out around 5000 feet (1500m) in slow climbs and was on the other side of the river valley. I had just finished rigging when JJ called from the launch at Brace. We agreed to use the same radio frequency so we could chat in the air.

Nick

Paul

The wind was very light when I walked onto launch. Paul Voight, who stepped into line behind me, jokingly said he was pushing and, by the way, everyone is sinking out! I watched the early birds settle down to launch level and then into the LZ. Kari Castle took advantage of shade under my glider as I waited for something inviting on launch. I joked about roots growing out of my feet, but it wasn't too long before the streamers started blowing in and I ran off.

(link)

I struggled at launch height for awhile and thought I was headed for the LZ when I ventured to the north and found nothing. I ran back below launch, found a squirmy thermal in a gully to the south, and eventually started climbing. Nick stepped in front of Paul and was next off. Paul quickly followed and the three of us climbed up and back to the rocks on the ridge behind launch. We bounced into a small inversion or wind-shear around 1100m (3600 feet) and headed back for something better.

A slow stream of pilots started running off launch as I played around about 300m (1000 feet) higher. I shared a couple more climbs with Paul and really enjoyed a climb Paul found over houses back up the hillside. I spent the rest of the afternoon sightseeing, chasing birds, taking pictures, checking out the XC routes over the back, and generally sucking up airtime. I flew over the town of Ellenville, New York, the airfield, and the prisons to the north. I flew to the cloud fields further north and had to fight the urge to abandon the valley when I was 2000m (6500 feet) over the back plateau looking at all the big fields between me and the Hudson River and beyond.

Meanwhile Nick managed a low save after getting down to 150m (500 feet) about the LZ. Rodger wasn't as lucky and was on the ground much sooner than he wanted to be. He wasn't alone. Getting up was harder than staying up. Whenever I'd return to the launch area I would see pilots low on the ridge or going into the LZ.

The day continued to get better and the lift more predictable. I shared a nice climb with a couple paraglider pilots over launch, including Kari and her tandem passenger. It was fun waving to everyone and flying hands-off at times. We topped out and I took another long glide to the north without stopping for a single climb. I squandered my good fortune and got low north of the prison where the ridge flattens out. I tip-toed back to the airport and then found a smoothie over the town that took me up to a wispy cloud.

Rodger announced on the radio he was in the LZ with the car which meant it was time for me to land so we could start our long drive home. I chatted briefly with JJ at Brace, cruised around the far side of the valley, buzzed back across to launch, blew off altitude flying fast and close along the ridge, and then came into land.

(link)

I quickly packed up and we headed home. It was a long drive back; longer for some than others. ;-) The winds at Brace were cross most of the day and Jeff, JJ, and most other pilots there had short extended sledders. I don't know how the flying videos worked out.

(Check out the other launches and landings that spacevampire posted on YouTube.)

Flights: 1, Duration: 2:36

Freedom?

2009-07-01T09:06:00.001-04:00

Despite rumors to the contrary I'm keeping this blog up-to-date. No flying in weeks despite being "peak" flying season around here. A series of cut-off-lows formed and parked just off-shore blanketing the area with cold wet drizzly days covered by low featureless slate-gray skies. Everyone, even non-pilots, are starting to go crazy.

I did manage to see sunshine last weekend when I escaped to my son's new place in State College Pennsylvania. The sky looked fantastic as we wandered through a summer music festival downtown. We were having dinner in a street-side restaurant when Dennis Pagen sat down at the table next to us. I wasn't sure at first if it was Dennis since I thought he was still in Laragne France measuring gliders at the Worlds. We talked and he confirmed my fears; they had a great day of flying at Pleasant Gap just a short distance away. Next time I bring my glider.

However, the forecast finally has an icon with sunshine. Yep, independence day! Appropriate.

Update: Seems I jinxed everyone's weekend by talking about a potentially good day before it arrived. The latest forecast is all wet on Saturday. Lesson learned ... again. Sigh.

Sigh

2009-06-18T07:47:00.001-04:00

Ok, where is summer hiding? Needless to say, I'm getting tired of the cold rainy days.

Tug Pilots at Play

2009-06-10T17:43:00.000-04:00

The pilots at the East Coast Championship at Highland Aerosports played around a bit before landing and towing the competitors up and away. I caught a bit of the show with my still camera in video mode.

Abducted

2009-06-09T13:15:00.001-04:00

I had a full list of chores and business to complete on Monday when I was abducted by John, Lee, and Pete. I was forced to go flying against my will. They dragged me out kicking and screaming. Well maybe not screaming. Maybe not kicking either. ;-)

The day had a lot of potential, but high cirrus blotted out the sun and smothered the early morning cues that Lee and Pete kept tempting me with. By the time John and I arrived at 1:00, Jake and John were already on the ground after express sled rides to the hayfields below. I was certain we could soar if our timing was right. John and I rigged as pilot after pilot ran off launch and sank out. Nick got above launch for a few seconds and gave Steve a good show for the video camera but then he also sank out.

Rhett, in his unusual harness, launched, climbed a bit, and started tormenting us with his best "sheep" call. (The hikers didn't understand the meaning but found it hilarious anyway!)

Rhett slowly sank out below but found a good climb low over the ski area. I wasn't ready to go but pleaded for pilots to bail off and get above him in his climb.

Rhett was at cloud base and leaving the mountain when I stepped onto launch. I found some broken lift and followed it around to the ski area. I found just enough lift to keep me interested but not enough to maintain a steady climb. I kept moving around the mountain, first to the west side of the ski area, then the ski area proper, then the east side, then further around to the northeast side of the mountain. I found a strong 400 - 600 fpm (2.5 m/s) climb on the back side and circled to cloud base. I watched Jim, Pete, and another pilot slowly climb towards me in front of the mountain. After topping out at cloud base, I headed south to a climb near the river about the time John was launching. I watched Jim and Pete come in below but miss the climb. I headed south along the high ground losing very little altitude. I found another climb near the ox bow that allowed me to watch Jim and Pete land. I scanned the sky for Rhett but could find him. Meanwhile John announced he was on the ground out front of the mountain. I decided to stay local and played around the valley finding broken lift even under the thick cirrus. I eventually landed on the runway at Morningside after doing some high speed glides to "loosen up".

I found out later Rhett landed near the ice cream shop just short of Morningside. Dang, why didn't I think of that!

Flights: 1, Time: 1:02, Distance: 9 miles

East Coast Championships (Day 7)

2009-06-09T11:22:00.000-04:00

Although I awoke to clouds overhead I clung to the promise that a clearing line would arrive and sun once again would bath the soggy countryside with cummie-producing heat. However, optimism gave way to doubt, and then to resignation as the day slowly passed by without soaring producing sunshine. The launch, start, and launch closing times were pushed back several times, but it really didn't help. A few pilots gave it a shot, but were back on the ground in a few minutes. Even Zak couldn't find any lift after a long scouting flight in the tug.

Some pilots were ready to start packing up their gliders while others were hoping for that last-minute miracle flight that would move them up a few spots in the rankings. As time ran out it became apparent the competition day was lost. I already had my glider rigged and the tugs were ready, so I was going to fly no matter what. I stepped up for a flight about 20 minutes before the 4:15 launch close. I was pushing out onto the runway when David ran over and said the launch closing time had been pushed back to 5:00. Cool, I could have more than one flight! I had a sweet tow that was almost entirely a smooth tight spiral up over the field. I flew down to a wanna-be cloud and maintained for awhile and even climbed back up a tiny bit. Charlie and a few others joined me, but eventually we lost our battle and I came in for a nice dry landing. I wish I could say the same for Charlie! (A lot of the airfield and most of the surrounding fields were full of water.)

Another crew assembled for launch right before the 5:00 launch close. Once again I had a very smooth tow up over the field. I glided over to a forming wispy and climbed a couple hundred feet as the other pilots came in below me. We bounced around at tow height for a short time before Paris went off on glide towards the start circle. I wasn't sure I wanted to land out but maybe we would be able to put a glide or two together and go somewhere. Davis, Mark, Paris, Terry and I glided off into the grey. I found a few bubbles to turn in and managed to gain a bit on the other pilots. We crossed the start circle but couldn't comfortably cross the river to stay on course line. I watched Terry land and then Mark as I worked a bubble of lift over some farm buildings. Davis and Paris continued on but I decided to turn back and land with Mark in a dry, recently cut, hillside wheat field than risk landing in a flat soggy corn field or even worse an unharvested wheat field. I had another sweet no-wind landing and packed up my glider for the trip home in a field drier than any spot on the airfield! Mark, Terry, and I managed to eek out about 5 miles and Davis and Paris a little more. Of course, we didn't score many points.

Highland Aerosports hosted a tasty dinner complete with beer that Rich and Jen brewed for the meet. (The "Whack Black" was especially good and others liked the "Topless Blonde".)

The winners were announced after dinner, with prizes awarded to almost all competitors. (Cash prizes were awarded to the top 3 places.) Rick won the sport class, followed by Rodger and Brian. Paris won the open class, followed by Greg and then me. The evening was topped off by a big bonfire and more home-brew.

I pulled up stakes the next morning in a thick fog that only added to the melancholy feeling that another East Coast Championship was over.

Flights: 2, Time: 2:10, Distance: 5 miles

East Coast Championships (Day 5)

2009-06-05T09:37:00.001-04:00

Rain. More Rain. Even more rain. Day cancelled at the morning meeting. Some pilots went shopping, some went fishing, some slept, and some drove home. However Brian, Mandy, Rodger, Steve, and I went to the Smithsonian Air and Space Museum. We drove part way and then took the metro into the city. Afterwards we ate at a cross between a Mexican restaurant and a tapas bar on Pennsylvania avenue.

East Coast Championships (Day 4)

2009-06-05T09:19:00.002-04:00

Wednesday is the kind of day pilots pull out of memory to justify setting up and hanging around on a day that looks like total crap. The National Weather Service predicted it would be mostly cloudy with rain likely. It was raining when I woke up with the sky and ground blending together in a grey ooze. I just assumed we wouldn't fly until I showed up at the pilot's meeting and found we had a task!

The models predicted a dry period around mid-day with reasonably good lift. I want to thank Davis for being typically optimistic and getting us motivated for a possible day of flying. We rigged and got in line as the scattered clouds above were slowly obscured by fuzzy gray cummies below them. I asked Zak about the conditions after he towed someone up and he replied "smmoooooth". That, combined with a few sprinkles was enough to keep my feet on the ground. I watched the sky a bit and noticed the clouds seemed to form an arc with clearer skies to the west. I guessed a trof might be passing by. Davis and Terry launched and hung on for awhile. Terry returned to the field but Davis, assuming he was getting the best part of the day, headed into the sun and landed shortly afterwards.

I tried to find the best compromise between letting the soggy ground heat up in the increasing sunshine and the 3:15 launch close. I didn't want to be stuck in line on the ground when the launch closed so I stepped into and empty line at 2:30. I had an easy and unfortunately smooth tow behind Zak to the southwest. I searched around and found nothing. Oops, maybe I launched too early. I saw someone circling to the northwest but if I went there I might not get back if it didn't pay off. I decided to go for it. I found the weak climb even after the original pilot gave up. I parked in that little smoothie as glider after glider was dropped off above me. Somehow it just didn't seem fair! ;-)

I hooked up with Larry as I got to the top of that climb. We headed out to another climb to the northeast that was much better. I got a brief chance to fly with Brian, Rodger, and several other sports class pilots. Larry and Paris managed a better climb and left 500 feet higher than me. We sampled the air below a few wispy clouds but didn't find much. I finally stopped in a rough patch of air that turned into a climb while Paris and Larry continued on. They got lower and lower until Larry announced he was going to land and Paris made a low dash back to my climb with Greg also joining him.

Behind me I noticed Mark climbing at the same rate I was. I was about to continue along the course when I noticed that Mark was now higher than me and climbing quite quickly. Um. Should I backtrack and get to cloud base or move on? I decided to go back and it was a good move. The cloud over Mark mushroomed into acres of dark grey as everything around it seemed to be going up even though the climb rate wasn't epic. Mark moved on about the same time Paris did much lower. Greg came back to join me as I rode the climb to base.

From there I tried to stay near base, gliding from cloud to cloud. Greg caught up as I stopped in a climb that was too weak to bother with. Meanwhile Paris found a good climb out front that lifted him to base at the same time we arrived. The three of us moved on as I noticed Mark on the ground below. (Mark could have moved into first place with a good run; bummer).

We lined up on a direct line to goal when my flight computer showed us arrived with 10 feet. I was hoping with charitable glide this might be a final glide, but that wasn't the case. In fact we stopped 3 times before running in; including an aromatic climb over some pig barns. Paris arrived about 2 minutes before Greg and I arrived seconds apart. We landed in a soggy corn field and walked our gliders across the road to a grass strip before the next wave of gliders zoomed in.

John was the only pilot brave enough to pull off a cross-wind landing on the narrow grass strip.

Rick, who only lives a few miles away stopped just as his glider arrived at goal.

The sky was getting dark as we hurriedly broke down. The landowner and her daughter stopped by and told us there was a tornado warning posted for the counties north of goal. Good thing we didn't have to fly any further! I sent my harness back with PK and squeezed in with John, Terry, Linda, and Mark for the ride back. (Linda is a great driver; maybe she should give up flying. ;-) I'm running for cover after that statement!)

The daily and cumulative scores are available online.

Flights: 1, Time: 1:30, Distance: 24 miles

East Coast Championships (Day 3)

2009-06-03T21:52:00.003-04:00

After a quick trip to the diner for breakfast, we rigged in the hot, hazy, and humid morning air while listening to tunes on the truck radio. The forecast was less than stellar; weak short thermals shredded by a strong breeze. However, everyone was ready to give the day's task try.

Steve and Jim were happy to be flying.

Although some were less excited than others. ;-)

The tug pilots gave us a nice show and I'll post a short video when I get back home.

Johnny dropped be off upwind, but I ran downwind to an existing climb. About 2/3 of the way there, the gaggle broke up and starting heading directly back towards me. I looked around to see where they were going but I didn't see anything obvious. Dang. I continued on and found a weak climb that collected the pilots in the immediate area. I slowly climbed to the top with Davis and Larry. We came back for a short climb just before the start gate opened.

The faster pilots skipped weaker climbs that I stopped for. I was soon flying over fields littered with gliders. I watched Dan and Mark sink from my level to the ground. After struggling to maintain my very meager height, I flew across a tree-lined stream to a climb marked with gliders I had just left behind. I had a "bar room fight" with that nasty thermal a few hundred feet off the deck. I managed to eek a 300 fpm (1.5 m/s) climb before bouncing into the gliders above me. A couple clumsy moves by pilots knocked me out of the climb at 1600 feet (487 m). I moved on to some bare fields that I hoped would give me a full climb. I watched Charlie and John land while Jim and Sunny started working a climb slightly upwind from me. I came in just below them and was weakly climbing, but didn't want to drift over trees without having a solid climb. I pulled out and flew back upwind to land. Jim and Sonny used that climb to snag the turn point and glide into goal; the only pilots to complete the course. I've had a lot of second thoughts about that decision!

I landed in a freshly worked field and could see Charlie in the next field over. (Charlie is in the middle of the gap in the trees.)

After riding back with Charlie, David, and Jack and downloading flight records, we went to dinner at Harris's Crab House on the bay. We enjoyed the bounty of the bay, including a lot of crabs.

We ate until we were bloated like a well fed ticks. We were not sure if Rodger or the meal won the battle!

Flights: 1, Duration: 1:03, Distance: 13.7 miles

East Coast Championships (Day 2)

2009-06-01T22:53:00.000-04:00

I really have too much to write about tonight. The funniest was when Linda drove over the metal rod in the horse shoe pit. As you might guess, she wasn't too happy to see me taking pictures! After a lot of jokes and several failed attempts to free the car, the bar was heated, bent out of the way, and the car freed.

The task was a 57 km (35 mile) run to the north. The blue sky was sprayed with thin cirrus. The wind was light, but 90 degree cross and at times blowing at our backs. The "wind technician" sank out. Davis even suggested taking up a collection to pay me to check things out. ;-) Finally a sport class pilot launched and Johnny, the tug pilot, reported a good climb when he came back. That was enough to get people going.

Speaking of Johnny, we had a fun tow out of the field. I was coming up to tree height when Johnny started turning right and then left. That is unusual for that height. I understood what was happening when I saw Charlie approaching across the runway after breaking a weak link and saw other tugs on approach down the runway.

I struggled with a couple weak climbs after I released until I was heading back to the field and stumbled into a good climb. A few minutes later Charlie found the strong sweet spot and we twirled to 3000 feet (914 m) at 500 fpm (2.5 m/s) and then headed on course. I put the brakes back on when I saw Sonny and JD land at the end of that glide. It took several climbs before I was moving on with confidence.

As I got closer to goal, I noticed the wind was blowing off the bay. I slowed up a bit again ensuring I had enough altitude to compensate for any low-level headwind I might encounter. Paris beat me into goal by a few minutes as I stocked up on extra altitude. I watched Paris land in the goal field and decided to land in a large cornfield to the northeast. I was soon joined by Mark, Charlie, Steve, Greg, John, Terry, and Christen.

Mark won the day.

Steve celebrated his first goal!

Brian won the sport class task and Rodger is still holding on to the first spot.

Flights: 1, Time: 2:04, Distance: 35.4 miles

East Coast Championships (Day 1)

2009-05-31T21:50:00.000-04:00

I woke this morning to sound of distant thunder. I thought about breaking down my glider, but decided it was probably already too late. Luckily the storm only produced a weak gust front and moderate rain. Several of us early risers drove out for breakfast and were greeted with sunshine when we stepped outside about an hour later.

We were given a short task since cloud base was predicted to be low, lift weak, and the wind blowing a bit. I wanted to launch early to avoid the possibility of a sea breeze washing away any weak lift the soggy ground was producing. I never really got a chance to sample the air since I was abnormally high on the tug immediately after launch. I tried to get down, but just could not. I released because I was afraid of pulling the tug's tail off the ground and forcing its nose into the ground. (I later talked to the tug pilot and he thought he was towing too fast.)

After relaxing a bit and watching most other pilots sink out I suited up for another go. I was dropped off near Davis and we slowly started climbing. A small gaggle formed as we drifted away from the field. We were got low near the start circle after our first glide. We lost two pilots and I almost landed getting down to 550 feet (167 m). However, I found a slow climb and made it all the way to 2700 feet (822 m); the high point of the flight. Davis, Larry, and Paris left me behind, but I soon noticed all three struggling and then watched Davis and Larry land. Paris had a slow climb drifting to the east away from course line. I decided to stick to the course line even if it meant flying into the blue. I had a another weak climb, drifted a bit, then had a rowdy landing at a nice farm with a huge corn field.

Paris managed to get back on course line and won the day. Rodger won the sport class for the day. The scores are available online.

Flights: 2, Time: 1:41, Distance: 13 miles

East Coast Championships (Day 0)

2009-05-31T07:07:00.000-04:00

I had a quick and easy drive from Massachusetts to Highland Aerosports in Ridgely Maryland. I left around 6:15, shot through New York City like a greased pig, dodged patrolmen, stopped to load up on groceries and still managed to arrive before 12:00.

Brian, Charlie, John C, Steve, and Rodger greeted me as I threw up my tent. Although I was late, Charlie and Paris suggested I join in on the informal crosswind task for the day. Pilots were already towing by the time I started rigging. My paced slowed as I noticed everyone was essentially towing and then quickly landing. A few pilots finally managed to hang on in the increasing wind but when several pilots in a row snapped weak links down low, I decided it just wasn't worth it. A short time later I got a call from Rodger requesting a pick-up. Brian, John, and I hopped into Rodger's car for a 15 mile joy ride across state lines. Everyone else landed back at the field.

Most of the usual culprits are here, including Linda who looks quite well and is using her arm much more than I was at this point after my break.

Looks like I'll be riding with Charlie and Jack with David as our driver.

Rain is predicted for tomorrow morning, but it is supposed to dry out by afternoon.

Rough Trail

2009-05-26T21:37:00.001-04:00

I decided not to fly on Monday mostly because I thought it was going to be blown out at Ascutney in central Vermont or a combination of too cross and strong at the Mohawk Trail in western Massachusetts. So Amy and I biked into our small town for the annual Memorial Day parade while pilots headed for the Mohawk Trail. After the parade I noticed there was little wind; which was much different than forecasted. Once back home I saw the updated forecast was calling for less wind with a better direction at the Mohawk Trail. A quick call to John B confirmed he was also having second thoughts so we decided to give it a shot despite our late start.

We arrived at a launch packed with gliders still on the ground despite the good looking conditions. Apparently it was gusty earlier but improving. Brooks suited up and took his new Sensor for its maiden flight. I weaved my glider through the maze of Dacron to Brooks' former spot and started tossing battens into the sail.

The gusts were increasing as Peter J took off and cruised around launch. He started climbing well as we spotted Brooks near cloud base heading across the valley. Jeff C was up next and waited for a mellow cycle which showed up just as Peter was sinking. Peter recommended that Jeff stay on the ground until the sinking air had passed. Peter gave the word and Jeff launched. Rodger stepped onto launch as we watched Jeff slowly sink out into the unforgiving bailout LZ below. Jeff got worked over on approach and that put the brakes on everyone's desire to launch. The building gust cycles and increasingly cross wind weren't helping either. Eventually Rodger backed off launch, Gary drove down to fetch Jeff, and we watched Peter and Brooks get banged around on their approaches further down the valley much later.

We waited for the day to die back a bit which it seemed to do around 4:30 PM. Art launched and I followed. Art joked earlier that I would be looking down on him but he was wrong. He climbed and headed down the ridge even before I launched. I chased after him along the ridge but gave up when a nasty thermal slapped my side wires and then threw me towards the ridge. After some more thrashing I realized the moderately strong wind was blowing almost 90 degrees across the ridge, shredding the thermals into rolling parcels of "whoop ass".

It wasn't pleasant but there were tolerable spots such as circling up in thermals above the ridge. I watched each pilot launch, make a few passes in front of launch, and then quickly dart down the ridge to avoid landing in the bailout LZ and suffer Jeff's fate!

John got on the radio and announced he wasn't having fun. I wasn't either, but I surely didn't want to land in this stuff. John decided he had enough and was going to land in the biggest field in the valley. He was tossed about and got trashed on approach. That was enough encouragement for me to stay airborne and hope an evening glass-off would smooth things out before I had to land.

The air did mellow enough for Brian, Doug, and I to explore the ridge line as we slowly plowed upwind between climbs. Doug eventually headed out to the mini-golf course to land and Brian headed towards John's mega-field a short time later. John commented that the tree tops were not shaking around as much but quickly appended amended his evaluation as Brian practiced full-body weight-shift control on final approach. That was enough to convince me to take another climb!

I noticed the wind lines on the lakes were less pronounced as the valley fell into the shadow of Mount Greylock. I also noticed widespread lift as the valley started to lift off as the katabatic flow on the shaded side pushed the warmer air up on the sunny side. It was time to land. I found some slightly sinking air on the shaded side of the valley and had an uneventful landing in the same field as Brian and John.

I had just moved my glider out of the hayfield when we spotted someone walking our way. I greeted the person who identified himself as the owner. I apologized for landing in the knee-high hayfield. He stated it was going to "cost me" a hundred dollars. I apologized again. He said not to feel bad because he was going to get his money. Gulp. He then cracked a smile and asked if he had me worried. Dang straight he did. We all shared a good laugh at my expense. John, the owner, talked with Gary, John B, and Brian as I packed up. Rodger stopped by and said he and Art landed a few miles down the ridge. The folks that farm the property also stopped by to check on everyone as I was finishing up. We said goodbye and loaded up. Gary was kind enough to shuttle us back to our vehicles before joining us for dinner at the pub in town.

Flights: 1, Duration: 2:20, Distance: 5 miles

Spring in New England

2009-05-17T12:55:00.001-04:00

Although it was misty and cloudy at home in Massachusetts, the forecast for the mountains to the north and west was good enough to post a message to see if anyone else wanted to play. The forecast for Mount Ascutney to the northwest was the best with moderate northwest winds and reasonable lift. Since I am one of the few pilots entrusted with the keys to the park for off-season flying, access would not be a problem but getting my truck driven down would be. The other options were the Mohawk Trail to the west with weaker lift and lower cloud bases or West Rutland with a challenging wind direction. Most of the usual fliers and their drivers were staying home after flying in great conditions on Monday and Wednesday. It was easy to convince Peter J to go no matter where we flew. However John B was in only if we flew at Mount Ascutney.

Peter showed up even before I was packed to go! John showed up a short time later assuming things would somehow work out. After exhausting our complete list of possible drivers and beginning our drive to the Mohawk Trail, I got a call from Dan who needed access to Mount Ascutney. He could get my truck driven back down if I could chaperon him, Ed and Doug. No problem. Its cool when things magically fall into place.

We got to the mountain later than usual but still took time to spot Dan's car on the other side of the mountain in case we didn't get up. At the parking lot on top it was apparent the winds were not as forecasted. The winds were southwest instead of northwest and a bit stronger. We weighed our options and decided to hike our packs in and check the conditions on launch. Yep, about 90 degrees cross but there were some launch-able cycles mixed in. After more debate, hand wringing, and the prediction of northwesterly winds later in the day, we hiked 0.8 km (0.5) back out to get our gliders.

By the time we returned with our gliders the launch-able cycles were more frequent and longer lasting. We made the right decision. (If we had made the wrong decision it would have meant a long de-moralizing hike back out with our equipment.) We rigged, thanked Jim N and Louie in advance for driving our vehicles back down, and settled on a launch order. We decided to launch an advanced rated pilot first (Peter) and then the 3 intermediate pilots (Ed, Dan, and Doug), with the 2 remaining advanced pilots (John and I) assisting the intermediates on launch and then launching last.

Peter had a good launch and immediately started climbing. He was soon climbing away at 5 m/s (1000 fpm) and telling everyone to dress warmly. I was eager to go before a large blanket of thick cirrus would return and put out the newly ignited thermals. Ed, Doug, and Dan launched and quickly climbed above launch. John graciously allowed me to go next. (I wanted an experience pilot on my upwind wing since this was my first foot launch for the season and the first time I launched my T2C with its larger control frame.) Launch went well and I was soon climbing away at 2 m/s (400 fpm) over the shaded mountain. Although I didn't have the express ride Peter had, I did climb to over 2400 m (8100 feet). I watched Dan and Doug glide away on their first XC flights from Ascutney to Morningside. (All 3 landed at Morningside and got their ceremonial dunking in the pond to commemorate their achievement. Congratulations!)

Since I launching late (4:00 PM), the sky was being smothered by cirrus, and I didn't have a driver I was initially hesitant to fly east, but its hard to stay put when you're that high. I floated around Claremont until John caught up and we headed out.

We found abundant weak lift under dying clouds but nothing solid. I flew southeast and got a great view of the wind turbines in Lempster. Instead of diving into the ridge south of Mount Sunapee, we took a conservative route east of Newport. Of course, we ended up back at Mount Sunapee lower than if we had just dove across in the first place! However, it was fun playing in the weak 0.5 m/s (100 fpm) lift. I pointed out suitable LZs south of Mount Sunapee to John as I stumbled into a nice lee-side climb to over 1800 m (6000 ft).

I went on a long glide over the trees south of Bradford. I wasn't sure I had Henniker on glide but saw a cleared hill top that would do for LZ if I encountered sink. Instead of sink, I got another lazy climb over the cleared hill top and easily glided into Henniker at 1500 m (5000 ft). At that point it was almost 7:00 PM, the thick cirrus made it seem even later, and John had radioed he was landing back at Bradford. Instead of gliding on towards Concord, I whipped out the camera and did some sightseeing. I flew over the ski area and over the covered bridge in town.

I watched two tractors plowing and disking a field as two kayakers floating down the nearby river. (You can see both in the picture). After playing around some more I flew along the river on my downwind leg and called out to the kayakers below. I could see them looking around for "the voice" but wonder if they eventually saw me as I flew beyond them.

I landed at a nice airfield with a paved runway facing directly into the wind. I don't usually land on pavement, but the orientation of the runway and the sloping field on either side made it the reasonable choice. I was immediately greeted by three children and their dog. I chatted with them as I walked back to the mowed yard around the hanger and continued answering a thousand questions as I broke down. I showed them airborne pictures of their town and neighborhood, let them poke around the glider, and play with my heat packs.

Peter, who landed at Morningside, was gathering up downed pilots on the way home in my truck. He and John got to me just as it was getting dark. We stopped at a brew-pub in Nashua for some good food and drink and caught a couple tunes from live band. It wasn't a typical day or an epic day but a very enjoyable and rewarding day just the same. It was good to be back home.

Flights: 1, Time: 2:41, Distance: 38.7 miles

Flytec Rally (Day 7)

2009-05-12T22:40:00.000-04:00

It took a few extra minutes to limber up when I crawled out of the tent on the last day of the Flytec Rally. Two weeks of flying was starting to show with stiff muscles and harness blisters. After a leisurely breakfast in the shade with Bill and Patrick I walked over to help with a photo-shoot. Dustin, Jeff S, Jeff O, and Johnny were going to do some formation flying with Bobby running the helmet cam. I wound up Rhett as he towed Jeff S and Johnny up at the same time. I made sure I ran to the outside as Bobby was following right behind them as they rolled (ran) out.

The task for the day was a 87 mile (140 km) out-and-back to a turn point called "Shady" to the northwest just south of Ocala. Although many pilots worried about the lack of clouds, I was more worried about the sea breeze blowing through. Clouds started popping as the launch window opened so I jumped in as soon as pilots started drifting to their gliders.

Bobby dropped me in a good climb and I played at base for 30 minutes by myself. Almost the entire field gathered in a climb to the northwest and we formed the first massive gaggle of the meet. I didn't like the pseudo-in-control bobbing around so I headed back towards the field to find a saner place to wait. It didn't take long for the gaggle to also head back so I just had to put up with the chaos until the second start time rolled over.

I knew it was going to be a long day so I wasn't upset to see the gaggle jump ahead without me. I settled into a comfortable pace with Charlie and Patrick. We caught the lead gaggle when we skipped a climb south of Leesburg. After a couple good climbs we glided out into the blue south of Ocala. Patrick and Charlie hit hard times as I continued pressing on with a smaller and smaller group. Mike and I rounded the turn point together but Mike missed a climb I found a few miles later. Kevin joined in for a climb before we started a long glide south. Kevin had a better line to the east as I tried to stay on or upwind (west) of the course line. I found a little climb that allowed me enough altitude to join Kevin, Jeff S, Glen, and Zak at Leesburg. The climbs in the sea breeze were now weak and topping out around 3000 feet (900 m). I found most of the climbs but the group help everyone get the most of the weak thermals.

I got a jump on the group and headed out towards goal needing another 500 - 600 feet (150 - 180 m). I decided I didn't want to cross the town of Groveland low in a sea breeze so I back tracked about 1/2 mile (0.8 km) to Zak when he started turning. I came in too low to get his climb and landed in a pasture alongside a lake. I was surprised to find the field was lined with sprinkler pipes spaced just far enough apart to allow me to land between them. It was a bit more drama than I needed.

After some more quality time with cows and a very inquisitive Black Angus bull the land owner showed up. She was a bit unhappy to see me but was friendly and allowed Bill and Patrick to pull the van up to the gate. I was 3.7 miles (6 km) short. Kevin landed about the same distance out as I did, Zak was 1 km short while Jeff and Glen got a climb over my head and made it in.

We had drinks and dinner at Quest Air while the scores were tabulated. The awards ceremony was informal but fun. Ollie won the rigid class and Glen narrowly beat Zak for the flex wing class. All the scores are available online. The partying lasted well into the night and even included cross dressing. ;-)

I hit the road around 6:30 the next morning. The driving was uneventful except for a traffic jam around Fredericksburg Virginia that nixed any plans of driving the entire distance in one day. I grabbed some sleep north of Baltimore Maryland, took some pictures of the New York City skyline, and was home in time to chat with Jeff B in the air as he was flying from Mount Ascutney to somewhere near the New Hampshire coast line.

I had many good flights during my "spring training" in Florida. I racked up 26 flights, 70.5 hours of air time, and 922.6 miles. Now I turn my attention to work and flying the green hills and mountains of New England.

Flights: 1, Time: 5:33, Distance: 83 miles

Flytec Rally (Day 6)

2009-05-08T22:29:00.005-04:00

Today started with breakfast as we watched Dustin doing tandem flights. Meanwhile Bobby and Johnny were getting ready for some airborne video recording. Bobby removed the front supports from the tug so he could get an unobstructed view with his helmet mounted camera.

He and Johnny planned the video shoot which included filming Johnny's launch and tow.

The original task for the day was a trip around the Green Swamp but that was changed when it became apparent that the sea breeze would make it difficult complete the task. An alternative task was called but even that was changed at the last minute as I was sitting at the head of the launch line. The final task was south to the intersection of Deen Still and Route 33, then back north to an airfield near Leesburg, and then back to Quest. The total distance was 76.6 miles (123 km).

As I previously said, I was the first to launch. Rhett dropped me in a sweet climb that I took to cloud base. I spent the next hour playing around and slowly working my way upwind to the south west. I was in perfect position for the first start and started right on time. I watched some other pilots leave with less altitude and felt sorry for them but had to backtrack to their climb a couple thermals later to get back to cloud base. The day was straightforward, but I did make a couple costly mistakes. I went around one blue hole when I should have dived right through with Jeff S. I also picked a bad time to "relieve myself" in the air and play with an eagle. By the time I got back to looking at my instruments I already had goal by several thousand feet. I tried to cash in my altitude for speed, but the air was too rough and I ended crossing the finish line with a couple thousand feet (which means I could have finished faster instead of climbing to gain that altitude).

I raced into goal just as Zippy and OB, who took the 3rd start, caught Jeff S, myself, and several others that took the first start 30 minutes earlier. Ouch! (The scores are available online.)

Tomorrow is the last day of the Flytec Rally.

Flights: 1, Duration: 4:04, Distance: 76.6 miles

Flytec Rally (Day 5)

2009-05-07T23:38:00.000-04:00

I camped at the airfield in Americus Georgia last evening and awoke to yet another approaching series of showers and thunderstorms. I packed up my wet tent and joined Bill and Patrick for the first course of breakfast.

I had second breakfast with Dennis in town before heading to the pilots meeting.

The weather for the next 3 days of the Flytec Rally looked wet and windy to the north so the rally turned around and returned to Quest Air in Groveland Florida. I shared the ride back with Steve Kroop who was graciously driving my truck along the course so I could continue home from Tennessee. Thank you very much Steve.

Once back at Quest Air, we setup our tents, rigged our gliders, watched some pilots, such as Zak, blow off steam with evening flights.

After sunset most of the pilots met at the Olive Garden for dinner, conversation, and to download waypoints. Tomorrow we start flying again.

Flytec Rally (Day 4)

2009-05-06T23:35:00.000-04:00

We hung out at the Moultrie airport this morning wondering if the low clouds would lift and if thunderstorms would ruin the day.

The severe storms were predicted to arrive around sunset so we prepared to commit aviation. The goal today was the historic Souther Field about 74 miles (120 km) away in Americus Georgia.

Although I wanted to go early, I ended up behind the entire priority queue which turned out to be good luck since some pilots had to take a couple tows. I flew around the start circle at cloud base fighting a strong crosswind waiting for a crew to leave. It wasn't until the third start gate that Dustin, Glen, and a few others pushed forward. Dustin raced on while I snagged a few hundred feet in a quick climb. I watched Glen head WNW below me but decided to head out on course line with Campbell. I watched the cloud I was gliding to fall apart and ended up struggling with Campbell as we both tried to match the other's circle thinking the other was in lift!

I gave up and headed downwind in an attempt to stay airborne. I drew out about 20 buzzards that pimped off me but really didn't help me climb much. When they started flapping I knew it was time to move on. I tried a brush fire and some dry fields, but sank out into a nice large hayfield well off course line. I was bummed out but at least I got a couple hours of flying over new scenery, got to fly up close with a lot of birds, and had a sweet "walk in" landing.

On the way to Americus I heard Linda broke her arm on landing. Mark said it was probably similar to the break I had. Good luck Linda and heal quickly.

Flights: 1, Time: 2:14, Distance: 18 miles

Flytec Rally (Day 3)

2009-05-06T10:11:00.000-04:00

Challenging day today in the air as we fought a west southwest wind and a sea breeze as we worked our way north from Williston Florida to Moultrie Georgia over 140 miles (255 km) away. We towed from a nice little flower-covered north-south grass strip that had trees on the western edge. We worried about rotor but it wasn't too bad.

I quickly drifted to the northeast after releasing, but worked by way around to the northwest edge of the start circle and headed west after leaving with Campbell and Linda long after the lead gaggle left. I ventured just a little too far and got worked over by some very rough air at the boundary and decided to reverse course and head inland to smoother air. By the time I did that I lost most of the remaining gliders.

I had a couple good climbs that allowed me to catch up with Lucas and Charlie. We made some progress, but were getting blown east of the course line. I watched Charlie land northwest of Gainesville and shortly after Patrick joined Lucas and I. We made good time and spent a few climbs with Russell in his sail plane as we circled around a large bulge in the sea breeze front.

Approaching the stalled front and storms to the north looked like heading to Mordor from "The Lord of the Rings". The lift died off but the wind continued. All three of us were low and I was heading to an LZ when I stumbled into some weak lift. Lucas and I climbed out but Patrick didn't make it. Lucas headed west and I headed northwest for a couple more climbs. I watched Lucas land as I flew a couple miles further and circled down to a nice LZ with nothing but trees beyond. I was 73 miles (117 km) short.

I drove around town last night and was delighted by the beautiful courthouse in the middle of town.

Flights: 1, Time: 4:24, Distance: 73 miles

Flytec Rally (Day 2)

2009-05-05T09:13:00.000-04:00

After spending an evening at a familiar field, Quest Air, we loaded up and headed to the northwest to Williston Florida. The distance was shorter than yesterday's at 72 miles (105 km), but I was worried about the cross wind, high cirrus, and a sea breeze. It turned out that each concern was justified.

I was high at the 3rd start gate, but was at the northeast section instead of on the course line to the northwest. I headed out by myself and got low after my first glide. Unlike yesterday I found a sweet 600 fpm (3 m/s) climb after a short time groveling and was back on course. I hooked up with Eric, Lucas, and Patrick as we approached Ocala. It was obvious that the sea breeze was well inland and already east of goal. Instead of diving into the clear, I decided, along with the rest of the gang, to fly further north to some clouds and hope to get high before diving in. We played yo-yo a couple times before diving forward.

I had a better line then Eric and Lucas, but turned back to land in a awesome field at an upscale horse farm. I was busy checking for horses and didn't see either of them until I was turning from my downwind leg to the base leg. Yikes! (They came in on a straight glide.) We worked it out nicely and landed within a minute of each other.

A well-dressed woman in a Mercedes pulled up through the electric gate and told us we couldn't be there. I did my best to apologize and avoided a "scene".

No one made goal, but we all manage to find a spot that served both beer and ice cream so everyone was happy. I also spent my first night inside in over a month last night at a motel.

Flights: 1, Time: 3:24, Distance: 56 miles

Flytec Rally (Day 1)

2009-05-03T22:35:00.000-04:00

Spent 5.5 hours in the air today flying from the Florida Ridge in southern Florida to Quest Air in mid-state Florida. Kevin, Patrick and I, along with a couple other pilots, had a nearly perfect start today drifting through the start circle at cloud base seconds after the start gate opened.

Kevin, Campbell and I got an early jump on most of the pack and were opening up a good lead when I hit crushing sink south of Lake Placid. I was under 1000 feet (300 m) for the longest time as I drifted from field to field trying to get back up. After everyone passed by I got a slow climb that got me back into the game. Once I was running at cloud base again I started gaining on the other trailing pilots. The sky between Wallaby Ranch and Quest Air was shaded from convergence clouds and it claimed several pilots including Patrick. I found a slow climb about 15 miles (24 km) out that got me high enough to cruise in. I was slow, but I got there.

Flights: 1, Time: 5:31, Distance: 126 miles

Rest Day

2009-05-02T22:53:00.000-04:00

Today was a rest day between the Rob Kells Memorial Competition at the Florida Ridge and the Flytec Rally from Clewiston Florida and Lookout Mountain Tennessee. Jamie was extremely organized and registration was quick and painless for the rally this morning. We had a brief pilots meeting this evening and are ready to go in the morning.

Patrick, Bill, and I stopped in to watch some paragliders tow up on some nearby roads. This is Dave's towing rig and Dave towing up for a 40 mile (64 km) triangle that ended back at the flight park.

Later in the afternoon Johnny tuned and tested a new glider.

At lot of pilots stopped in at the Gater Bait Pub for "steak night" and some live country-blues music. Although they were crowded it was a good time.

Tomorrow the rally hits the road. First goal is Quest Air in Orlando.

(I want to thank Mel and Christan for driving my truck to Orlando today.)

Florida Ridge (Day 7)

2009-05-02T10:28:00.002-04:00

Although the start time was pushed back 30 minutes a large group of pilots rushed to the staging area even before the cones marking the launch line were setup up. The end result was that I was near the end of the staging line and that would have a huge affect on my outcome for the day.

The sky was much bluer and the wind much lighter. Aside from the staging rush, the pace relaxed a bit.

I stepped away from the staging area for a few minutes only to return and find out the task had been changed. I didn't notice the task was now longer so I didn't rush to get into line before everyone else jumped in. I ended up near the end of the launch line and was one of the last out of the field.

Even with the late start, a sweet tow from Rhett had me floating up where I could see the gaggle sitting at the start circle. I probably could have reached the gaggle and maybe even been in a reasonable position at the first start but decided to wait for another group to form. I waited 30 minutes to hook up with Patrick, but had to leave with a couple other stragglers.

Once we struggled with the lake breeze on the second leg, I knew it would be very difficult to even complete the course. Lucas, Eric, and I did our best to make it through the blue choppy area. Patrick caught up with us at the second turn point and we flew together for the rest of the flight.

The third leg was easy and the forth leg reasonable. As Patrick and I were low searching for lift, by harness came unzipped from the top to my stomach. Not wanting to squirt out of my harness, I wrapped my tow bridal around the shoulder straps but couldn't manage to tie a knot. So I stuck the loose end in my mouth when I went on glide to keep to harness closed.

By the time we reached the last turn point, the day was shutting down. I managed one weak climb and did a long technical glide over Arcadia to land at the airport 16 miles (25 km) short of the 106 mile (170 km) task.

Moments after I landed a fire truck and rescue vehicle pulled up. For a moment I feared they were called out for me, but it turned out someone had a bad day when he drove his motorcycle into a fence. One of the squad came over to warn me a helicopter was on the way and wanted to know if I would be OK with my glider. I thanked him for his concern and we chatted a few minutes before the helicopter arrived. A few minutes later the ambulance showed up. I hope the patient's day improved from that point on.

Bill, Patrick, and Steve arrived just as I finished packing and we headed back to the Florida Ridge for drinks, pizza, and the awards ceremony. The full results are available online. Later we spent some time around the fire pit before wondering off into the dark to tents.

Although the first few days were blown out, we had a lot of good flying during this meet. The climbs were stronger and taller than it has been in last years due to the drought. It was fun racing along playing "connect the dots" with scenic pastures and orange groves far below.

Flights: 1, Time: 4:20, Distance: 90 miles

Florida Ridge (Day 6)

2009-04-30T22:39:00.003-04:00

Whew. I'm tired tonight after another great day of crosswind flying. The cummies showed up early this morning and continued through sunset. The east wind continued and was stronger than forecasted but not as strong as previous days. The task similar to yesterday's but included a couple more turn-points.

My tow was downright nasty. It started moments after I lifted off the cart until I was over 1000 feet (300 m) high. However the second half of the tow was OK and I was dropped into a good climb. I hooked up with 3 of the American team (Dustin, Jeff S, and OB). I left with a good group of pilots but soon was left behind with Johnny and Charles. I caught up with Jeff S and OB, but when OB veered upwind of course line Jeff and I continued on. I joined Campbell in a climb short of the 2nd turn point and went on a long glide almost to the ground. Both Jeff and I struggled but eventually managed to escape. However the pilots from the next clock caught me when I struggled back upwind in a blue hole.

Carl and Derrick were two of the pilots that caught me and I flew with them into goal. We had a sweet elevator ride to the top floor near the last turn point that almost gave me goal. I botched the setup on my flight computer so I'll have to see if I actually pierced the goal cylinder when I download my track log tomorrow morning.

Now its time to feed the rechargeable batteries, air out the smelly flying clothes, and get some rest for another good day tomorrow.

Our little "pick up" team called "Big and Tall" was one man short today as Paul drove home to have his elbow checked out. (He banged up his elbow during his landing yesterday.)

Flights: 1, Time: 3:34, Distance: 90 miles

Florida Ridge (Day 5)

2009-04-30T00:02:00.000-04:00

A wafting blanket of fog drifted across the field as I rigged by glider for an early morning check-out flight.

Although we were concerned with a strong east wind, the safety committee didn't see anything scary. The task committee called a long 86 mile (139 km) cross-wind task to the northwest with a single turn point to the north of LaBelle. We staged our gliders for an early launch on the north side of the field, but ended moving every glide to the center of the field as the winds shifted around. The usual chaos erupted however things were back in order after a few minutes.

Rhett dropped me off in a sweet climb that allowed me to stow my tow line while still floating towards cloud base. I hooked up with Paul near the edge of the start circle and we flew most of the flight together. It wasn't a typical Florida day. The lift was a bit rough at times due to the dry breezy conditions. Still it was a great day to be flying as climbs were plentiful and strong and marked with clouds at 7000 foot (2100 m).

Phil joined us past the first turn point and shared climbs under aerial vacuum cleaners. Zak and Jeff S joined the group around 25 miles (40 km) out from goal. We fanned out on glide and I was the last to make it to a climb and missed it. I watched the group glide away as I was slowly sinking to the farmland below. I found a weak climb over some farm buildings and avoided landing. Once I had some maneuvering room, I continued on only to find those same pilots now struggling 1500 feet (450 m) below me. I thought all of them were doomed, but Jeff and Paul managed to climb out. I continued on downwind and fought with a nasty thermal as I was circling a LZ. After some intense negotiations I ended up with a climb and continued on (slowly) to goal.

The goal field was a small pasture surrounded by fence and filled with trees, shrubs, and a single post in the middle. Of course I didn't see the single post until I was on final about to flare on it. I whipped up a "hail Mary" flare and stopped short of the post. Paul came in later and zoomed up over the post and ended up breaking a down tube as he stalled on the other side.

There were a lot of tired pilots (and drivers) at goal. The exact count will be available tomorrow when the scores are released at the official site.

Flights: 2, Time: 3:45 hours, Distance: 86 miles