Wave Camp Report - October 15

 Andy Kozak writes another report:

After two days of overcast and rain it looked like there would be a more classic wave day, perhaps with the potential for Diamond climbs (over 5,000 meters). During our morning safety meeting and weather briefing, winds aloft were forecast to be a little more from the north than would be ideal. The moisture in the air resulted in clouds covering the tops of the Moriah-Carter range. We waited for the clouds to clear above the range so we could at least ridge soar. Some of us topped off our oxygen tanks.

There is a significant amount of organizing and coordinating that occurs before anyone can fly. Tow planes must to be flown to Gorham. Fuel tanks are staged and compressed oxygen tanks brought to fill our onboard systems. It is not much different from typical club activities, where there is much work done behind the scenes.

This morning, our flights had to stay below 9,000 MSL until F35 operations concluded. A call had to be placed to confirm that the airspace up to 18,000 feet was clear and then another call to allow us to fly to 25,000 feet.

 

Rick Roelke and Glen Kelley, two of the more experienced pilots, and wave camp organizers, took off first to get a better look at what the cloud cover behind Mt Washington might look like. Glen would also be towing later. Rick reported the area behind Mountt Washington was clear. I was second in line at that point, but the pilot ahead of me needed to take some more time, so suddenly it was my turn. Jerry Smith had driven up that morning to be one of the towpilots. I  agreed to his suggestion that he would tow me straight into the primary wave behind Mt Washington.

To save time when staging gliders, the pilots strap themselves into their gliders, while still off the side of the runway, allowing the towplanes to land short with their ropes attached. The gliders are then pushed backwards, down onto the runway and turned into position. I made my final control and radio checks while being rolled into position. My tail dolly and wing wheel were removed by the ground crew. I positioned myself as low as possible in the cockpit and pulled straps as tight as I could. I would tighten them again once on tow.

At Gorham, there are not many options in case of a low rope break. I always focus on anticipating the towplane's initial climb and keeping constant tension on the tow rope. I set the flap to position 4 for taking off and towing.  With a total weight of 750 pounds, and assuming a worst case 30/1 lift-to-drag ratio, there should be 25 pounds of force on the tow rope. The slightest impact load from a slack rope will double that load. It would be interesting to know the real statistics of rope breaks.

The tow took me past Pine Mountain, which overlooks the airfield and toward the western slopes of Mount Madison. Then over the notch between Madison and Adams. The air was rough, and I distinctly remember my glider making noises that I had never heard before. We flew out over the Great Gulf Wilderness and along the upwind side of a roll cloud, finally turning straight into the wind. The energy in the air near the rotor was impressive. My eyes were locked on the tail of the towplane, while trying to keep an eye on my surroundings with only peripheral vision. The 200-foot rope gives you just under two seconds to anticipate the air you will fly into.  I tried not to overcontrol, potentially leaving me in a poor position for the next upset. I was fairly certain we were in strong lift, but it was still very turbulent. It is always nice to wait for smooth air prior to release. Then the towplane danced in a way that convinced me to pull the release. I thanked Jerry and continued up at a spectacular rate.

The clouds below me were falling away, my variometer needle was pegged, suddenly everything seemed almost perfectly quiet and still. It was surreal. I had to check my air speed indicator to make sure I was flying. Jerry radioed that he was still climbing. My vario finally came off the peg and showed a climb of just under 10 knots. I think I can reset the range so next time it will show up to 20 knots of climb.

Tim Chow told me he likes to tow here because of the challenging conditions. Jerry was headed back down to do it all over again. I am obviously still getting used to flying in these conditions. I cannot express how impressed and grateful I am that the towplane pilots are willing to tow here. The wave appeared to be forming off the Jefferson-Adams-Madison ridgeline, which was in cloud. The wave window was open below me and toward the northeast. Mountt Washington's summit was obscured, though parts of the auto road and the Horn were occasionally visible.  The Horn is a major spur that is marked by a switchback in the auto road. Many years ago, when the road was much narrower, cars would sound their horns when approaching this sharp turn.

 

Downwind of me there was a large area of clear air so I had options for descending.

As the climb rate slowed, I shifted upwind to remain in the strongest lift.  The wind speed did not seem to increase appreciably with altitude, but it did not decrease. Rick Roelke in LT had motored over after trying to climb over Mount Hayes near Gorham. We made sure to communicate our altitude and position while keeping an eye out for each other.

Rick had a passenger with him, Terry Sweeney, a former hang glider pilot. Terry was the first person to hang glide off Mount Washington in the 70’s. He was also the first to land in a tree on Mount Washington, on that same flight. Terry flew in the days of building your own hang glider. Bamboo poles, plastic and duct tape. Now we have carbon fiber, Kevlar and electrical tape.  Rick and Terry flew back toward the Carter Moriah range looking for a better climb in the secondary wave, but had no luck and returned to the primary.

Prior to passing through 18,000 feet I heard we were cleared to 25,000 feet. Approaching 19,000 feet, I could see a lenticular cloud above and the promise of sunshine ahead. 

Although I wore every fleece layer I’d packed, the temperature kept dropping. Rick and I could also see an approaching cloud layer. It became a race, but as my canopy started to frost up on the inside, the cloud on the outside grew thicker. I topped out somewhere around 19,700 feet. The lift at that altitude was widespread so I think we were starting to connect to the lenticular cloud which looked like it would have allowed spectacular altitude gains. However, the reduced visibility due to the approaching cloud, the frosting canopy as well as the possibility of icing on the wings prompted me to announce my descent.  Rick replied that he was already descending as well. 

The wave window would open and close for the rest of the day. Some pilots never had an opportunity to climb above the clouds while at least one managed to reach 22,000 feet. I was fortunate to take off and climb through the window when I did. I flew east toward the Sunday River ski resort in Bethel, Maine. I tried to see if I could locate wave lift based on the shape of the clouds below. At times I could, but I did not stop to climb, since the cold and the limited wave windows were a concern. Turning back, I kept in range several options for descending through the cloud layers. I eventually returned to the area above the Presidential Range and then chose the window over the Wildcat ski area and the Glen House. This is at the intersection of Route 16 and the Mount Washington auto road and would allow an easy glide back to Gorham airfield.

 

The rest of the flight was as uneventful as landing under wave conditions with high winds could be. My approach was much improved over my previous flight, but turbulence seemed to follow me almost all the way to the ground. The next glider to land had the same experience. The winds had been forecast to increase over the day, which was worrisome - but shortly after we landed the winds seemed to moderate and follow up landings seemed almost sedate. It made me feel that perhaps I was not relaxed enough and was overcontrolling. I will work on that next season.

To top off the day, nine of us travelled to dinner at Cho Sun, an excellent Korean restaurant in nearby Bethel.

 

This year’s wave camp ran from October 10-18, and I believe there were only two non-flying days. Orographic wave was present on six of the days with many flights from 12,000 to over 22,000 feet. Strong winds ranging from Northwest to North produced wave and on one day, strong winds from the East also resulted in wave.  The easterly winds produced wave on the west side of the Moriah-Carter range as well as on the west side of Mount Washington.  On that day the wind grew weaker with altitude, eventually causing the Mount Washington primary wave to “break” resulting in severe turbulence and limiting any climb. Wave was also present on lighter wind days. One day had only thermal lift. \

The Mt Washington area is a special place to fly. The scenery is spectacular and the proximity of the Gorham airfield to several ranges provides many options for excellent soaring. A special thanks to all those who continue to make this possible!

Wave Camp report - October 12

Andy Kozak writes:

 

Wave camp began this past Friday (October 10) with some nice thermaling weather. This turned into light wave conditions and several pilots took advantage and had altitude gains of 12,000 feet over the fall foliage and stunning terrain of the Presidential Range. Saturday was a light thermal day with no wave. 

Sunday was forecast to have strong easterly winds but with decreasing wind speed with altitude. I drove up Sunday morning and arrived around 10:30. Several pilots had already taken off and more were getting ready to go. After assembling 2R, I joined a group of pilots, one of whom had recently landed. His report was that he had left wave lift to try and reach stronger lift but had experienced very strong sink, forcing him to head back to the airfield.

Reports via radio indicated good climbs and nobody else was returning to the airfield. Gorham airfield has limited staging area so when taking off toward the east only one or two gliders are towed to that end of the field. The towplane pilot came over to brief me on what he had been experiencing and where he had been finding wave. The airfield sits at 835 feet ASL. The first tows had only been to 4-5,000 feet and those pilots experienced severe turbulence in trying to climb into the wave. Among them was Bill Batesole who in recounting said it took him an hour and a half to feel his stomach settle down. Subsequent tows had been to 6,000 feet, between Route 16 and the Carter-Moriah range. Pilots would then climb to approximately 10,000 feet and head downwind to connect to the wave generated from Mount Washington - where there was stronger lift. 

I tightened my belts several times prior to taking off and then again on tow. My oxygen system was already on and would start to provide oxygen at around 10,000 feet. Most of the tow was uneventful. From Gorham the tow takes you south, up the Mount Washington valley. It becomes more spectacular the further you go. I could see roll clouds just to my right as we passed upwind. The last 1000 feet of tow became more dynamic with some major excursions up and down by the towplane. I have had more turbulent tows. I released around 6,000 feet in smooth lift of 500-600 fpm. The strong lift lasted only a short while and after that I climbed at 100-300 fpm. The beauty of being over the Carters is you are looking at the eastern slopes of Mount Washington. There is Tuckerman ravine (a steep skiing mecca), Huntington ravine for ice climbers, and the auto road for those proud to proclaim their car climbed Mount Washington. The sun was shining, it was warm. At 45 knots it is quiet and the air is silky smooth.

I could hear pilots report they were finding the Mount Washington wave just downwind of the peak, and others were climbing past 16,000 ft. I could also see the overcast of the tropical storm fringes moving up from the south. I was not in a rush and enjoying the view, so I slowly climbed to 13,000 feet before the lift quit. This decided my turn downwind and the downwind run over the peak. The sink was mild but slowly increased with a maximum of 600 fpm while flying at about 75 knots. As the sink decreased and turned to lift I started my 180 degree turn so as not to fly through the lift band. My initial climb was 600-700 fpm.  At just over 16,000 feet the air started to do some odd things.  there were strong areas of lift but almost immediately I would fly into an area of air where the air felt like it was falling but with the stick pushed forward the glider seemed not to want to drop its nose. After a few repeats of this I headed back east toward the weaker wave over the Carters.

I continued northeast past Gorham, then Berlin. I flew over Old Speck, a mountain in Maine and could see Sunday River ski area to the south. There was one particularly distinct cloud street running east/west, and I could find light wave behind some of the peaks below me.

Gorham was always within an easy glide. I could not see any more distinct peaks nearby that could offer wave lift but I know that the Post Mills pilots have regularly flown to Sugarloaf Ski area and back in wave. Retracing my flight path, and possibly improving on it, I was able to maintain altitude, and I decided to return to the Mount Washington wave.

Tim Chow had been towing but with most pilots already in the air he had an opportunity to jump into the Post Mills HPH 304, PM. As I flew over Mount Madison, I could hear Rick Roelke telling Tim to look for the wave just over the top of Mount Washington. Tim announced he was in wave at 9,000 feet. Shortly after that I announced I was in wave at 9,000 feet. I was expecting to see Tim somewhere above me. 

I could see the clouds spilling over the crest of the range and dissipating. There was clear air below me as had been the case for most of the flight when in wave. It is a spectacular sight to look down at Mount Washington in these conditions. By this time the high storm overcast had moved in and there were many more clouds below. Much of the area downwind of the mountains was clear so there was no danger of being stuck above the clouds.

The sun was starting to get lower on the horizon. It had become a white and light gray world. That's when I saw Tim pass just overhead and to my left. I thought we had 15 feet - the WeGlide analysis shows 27 feet. I saw PM for less than a second. I think Tim also only saw me briefly. I immediately radioed to Tim, and he turned onto my tail to keep me in sight.   

I have Flarm, PM does not. Tim's personal glider does. We have flown together before. We were converging at about 150 feet per second at maybe a 35-40 degree angle. At that angle peripheral vision only begins to come into play. Typical wave has you crabbing quite a bit more, giving you more time to see an approaching glider. The lower wind velocity as we flew higher made for a lower crab angle, and our approach more head on. 

We continued to climb together. Again at just over 16,000 feet the air began to do strange things. With the extensive cloud cover and the lower sun angle, it was getting cold. Tim headed north toward the airfield and I headed southwest to burn off altitude. I flew as far as Waterville Valley ski area. There were long stretches of wave lift and low sink areas. Springfield airport would have been an easy glide. I then turned back and flew toward Mount Washington Airport which is to the west of the mountains. Again lots of lift and little sink. The clear areas seemed to have a lot of lift. It was not easy to descend below the clouds and I was now on the edge of shivering cold. I carry an extra wool hat, gloves, blanket. Should have packed the electric socks, and I will buy an electric vest.

Circling upwind of the airfield my flight computer showed 29 knots of wind! I started my downwind leg and kept my eye on my aim point. Starting to turn base I still felt ok, but I quickly had to focus on the trees at the end of the runway. I had put in too much flap too early.  At least I kept my speed up. Not my best landing, to say the least.        

Post Flight: Neither Tim nor I saw each other until it was too late. I do not think I moved my control stick as he flew past.

The discussion at the next day's morning meeting seemed to indicate Flarm will be required on gliders at wave camp. There is some Flarm like product available at the $100 range but takes some tinkering. Probably a good idea for all of our trainers as well?

My biggest mistake was not communicating well. I should have confirmed Tim's altitude, location and heading. The area of strongest lift was not that large and we both would have been looking for it.  

I clearly need to improve my approaches and landings in high winds.

Erzo solos

 Last week, a bunch of us were on the field working on gliders and largely ignoring the flight operation.  Greg and Erzo flew the 2-33 a few times, including a flight that featured a simulated rope break.

At the end of the day, we looked up and saw the 2-33 in the air and Greg standing on the ground.

Congratulations to Erzo on his first solo!

His second solo was a few days later, and that one lasted an hour and a half!

Critical Assembly Check

There are many steps to assembling a glider and getting it and the pilot ready to fly.

Open the trailer.  Put the glider together, hook up the controls, close the hatch, install the battery, tape the wings, put in the food and water, program the instruments.  Don't forget your hat, sunglasses, cell phone, wallet, etc.  All of these things need to be taken care of before you even move the glider from the tiedown area to the runway.  Once you're in position for takeoff you need to remember to remove the tail dolly, put on your parachute, stow the canopy cap and finally, after all that, you get in and start your pre-takeoff checklist.  After you're in the air, you can relax and think about the things you forgot to do, like leaving your car keys in the car or hooking up the p-system.

It's a lot to remember.  Checklists help, of course, but we still rely on our memory for the lion's share of our preparation.  And this is the way it should be.  Too many checklists or one comprehensive checklist would be so cumbersome we would probably not give each item the attention it deserves.  Checklists should be reserved for the important stuff.

So what, exactly, is important?  Let's do a thought experiment.

Instead of listing all the things that should be done, let's make a list of only the things that must be done in order to assure a safe takeoff and landing.  A proper assembly with the controls hooked up and tested is essential, surely.  But that's about it.  The glider will fly just fine without wing tape, battery, or even  winglets.

So our thought experiment is to write an assembly checklist that is as short as possible and includes only the items that are critical to flight safety.  To be clear, we are not trying to be completely ready for a normal flight.  We are listing the items that are mandatory for getting back on the ground in one piece.  It's a survivability checklist.  Let's call it the "Critical Assembly Checklist (CAC)."  It should be so short that it can be easily memorized.

Note that this checklist is unique to each glider type.

The fact that the CAC is individual to the glider is important.  For example, for a glider with automatic control hookups, attaching the controls is not on the checklist.  Some gliders have safety pins, some don't.  The number of main wing pins could be zero, one, or two.  Big gliders have two or more wing panels on each side.  Some big gliders have more wing pins in the middle of the wing.  Some gliders have thumbwheels to hold things together, most don't.  The bolts holding the stabilizer on could be captive or removable.  Every glider is different.

The final step, after completion of the CAC, is to scribble your initials on the wing tape of the left wing near the leading edge.  This procedure (borrowed from contest flying) allows your fellow club members to confirm that your glider is safe to fly.

Unlike the other checklists we teach and use in our club, the design of the CAC is the responsibility of the owner/operator of every glider that is normally kept in a trailer.

The next time an instructor asks you for your Critical Assembly Checklist, will you be ready to recite it?

August 11 report from Springfield

 Andy Kozak writes:

As you all know, it has been difficult to find good flying days this season. My logbook shows a couple of wave flights early in May. Then two good flights at the end of May and one in June, all around 400 km. It has been a long wet spell since then.

The weekend of August 2-3 was smoke impacted but I still managed two good flights. This past weekend I again had two good flights, both just over 350 km, with a bonus day on Monday of 275 km making for 1500 km over five days, in August, in New England!

Monday August 11th, 6 pilots flew from Springfield: Greg, Bill Detrich, Alasdair, Lee, myself and Tim Chow from Post Mills. Bill Batesole was kind enough to tow. Tim and I have flown together in the past and we decided to do so again. Tim flies an HpH 304CZ. My ASW 27 and Tim’s 304 were both manufactured about 25 years ago but the HPH design goes back to the 80’s so his airfoil is an older design. However, Tim’s 17.43 m wingspan results in a slightly better climb rate. My 15 m wing has a more modern, thinner airfoil, resulting in better performance at higher speeds.

Tim’s OLC link to his flight is here: BU. You can overlay my flight (2R) on Tim’s by scrolling down and clicking on “Meeting Points”. (You have to log in to your OLC account to do the overlay.)

Tim climbed up to me at the north end of Hawks ridge and we decided to head south to Mount Greylock in northwest Massachusetts. Tim had mentioned a low stress flight before we took off and I seconded that. Heading south, the clouds were nicely spaced, and we could be selective in picking thermals, typically only stopping for 4+ knot climbs. Leaving the Springfield airfield area we came into glide range of Mount Snow airfield. Unfortunately, after Mount Snow itself, there were no more clouds to the south. The clouds to the east looked good so we turned in that direction. Further east into the Connecticut river valley the clouds began to thin but we always had a cloud to mark the way. In that part of southeastern Vermont there is a grass strip, Santas airfield, in Putney. After that is the Keene airfield in New Hampshire.

On many days we see a distinct line of clouds over the Green Mountains, with another line of  clouds over the central spine of southern New Hampshire.  GBSC glider pilots typically fly north/south up that central spine from Mount Monadnock, to Mount Sunapee, Mount Kearsarge, on up to the Whites. It was still a bit hazy up high so it took some time before we could faintly see Mount Monadnock. It took even longer until we could evaluate the clouds in that area. They were not as closely spaced as on our run south, so prior to reaching Mount Mondanock, we turned north.

It is always a welcome sight to see the glider ahead of you bank sharply and climb, allowing you to follow directly into the core. There was little wind and we were staying above 5000 feet so the thermal cores were easy to find. On only one occasion did one of us turn back when the trailing pilot located a strong core. My flight computer shows my flight path as a color coded line, with red indicating lift, so it is fairly easy to find a core should I turn in the wrong direction or choose to turn back for lift I flew through. When in a thermal, my flight computer screen displays a circle of dots on my screen showing the strength of lift throughout my previous 360 degrees of turn. This allows me to extend my circle toward what I hope is the strongest lift. I focus on making these adjustments as smoothly as possible. When centered in a thermal core I will try to relax and basically not touch my controls. I believe this allows the glider to fly itself the most efficiently possible. Doing that will also show you the correct position of your yaw string for that bank angle and speed.

As we flew north, the Connecticut River valley to our west was almost all blue, to the Green Mountains. Ahead, the clouds were now spaced further apart so we maximized our climbs to stretch our glides. Our lowest altitude, approximately 4400 feet, was just before Sunapee, but we were by then within glide of Parlin/Newport New Hampshire. We could have chanced an earlier crossing, west toward Springfield, but any significant stretch of sink, with no clouds to mark thermals, would have been risky. We flew north past Mount Sunapee turning northwest toward a wispy cloud near Grantham. It grew as we climbed under it. We had kept our eyes on a large cloud over the Croyden range but I was concerned it may be late in its life cycle. Spreading out under it we both found lift but Tim had the stronger core. I joined Tim and we climbed to over 7000 feet. This allowed us to leave on a long glide, crossing over the top of Lebanon’s Class D airspace (3100 feet). The clouds there were slightly overdeveloped offering no strong lift, so we turned south toward Springfield still within a long glide. Shortly after that it became relaxed sight seeing time. Clouds and lift were plentiful, and the airfield was easily reached.

I do not recall flying into any strong lift when not indicated by some degree of cloud development. I think we made the correct call in not taking a chance on a very long crossing in the blue. Flying together served us well. You can relax somewhat when following another glider and it is a lot of fun to climb closely together in a thermal. There are not many more beautiful sights than another glider just off your wing! The ideal position to join another glider in a thermal is on the opposite side of the circle, which allows both pilots to see each other. It also puts you out of harm’s way, should a glider stall and spin. For the most part we maintained that discipline but there were a few instances where one of us ended up on the others tail. Then it was just a matter of slowing up and widening your circle.

I also post my flights on WeGlide. The free version also has an additional statistics page which shows averages for L/D, climb rate, bank angle, speed in the thermal. It also shows % of time circling. I use these to evaluate my performance and decision making. My average bank angle was a little lower and circle diameter larger for this flight which is to be expected. You are not as free to steepen your bank angle or slow down when near another glider.

Lee Blair had the longest flight of the day by heading north to Montpelier.

Weekend report July 19 - 20

Seven flights on Saturday, including Shawn getting back into the 1-26 and two solo achievements.  Jeff flew the 1-26 for the first time, and Zach had his first solo.

Congratulations to Zach LaRochelle for his first solo!

And congratulations to CFI Moshe for the signoff and to Tim for the bucket work.

Seven by Five

Yesterday was a hot and hazy summer day with a maximum temperature of 90F, a dewpoint of 66F, and negligible wind.  The air was hot, but the ground was even hotter and thus we had a soaring day.  There were cumulus clouds, thankfully.

Five Slackers made seven remarkable flights yesterday in the heat.

With care, everyone took off safely out of Post Mills, despite the 3400 foot density altitude at the beginning of the launches.  Jeff was the first to go in the 2-33, and we joked about getting his 5 hours on his second solo.  He took off at 11:30 and found nothing but sink, the only short flight of the day.

Jeff getting ready to go

He was also the last to take off, at 12:21 (more about that later).

Greg (JR), Peter (HG), Dave (NT), and Kari (2C) took off in rapid succession.  One of these days Peter will learn how to record his flights.

Greg had the longest flight of the day, a tour of the White Mountain peaks (Moosilauke, Lafayette, Washington (twice), Speck, followed by an excursion out to Catamount airfield and a return via the Knox Mountains, for a total of 339 km.

Greg visits several peaks

And here's another picture of Greg's knees:

The other three had nice flights as well.  Peter tried to chase Greg into the Whites, but wound up making a perfect landing at Dean, his first sailplane landing away from Post Mills.

Dave had the longest flight of the day, over five and a half hours, with a high point of 6000 feet, where it must have been a little bit cooler.

Kari made a counterclockwise tour of our task area, visiting Dean, Montpelier, Sugarbush and Brandon before returning to Post Mills.  Then, at the end of the flight, he headed back out toward Wentworth and didn't find any climbs.  He turned around and made a slightly uncomfortable final glide home.

Meanwhile, Jeff vanished on his third solo.  Just when we were beginning to wonder where he might have gone, he showed up in the pattern and made a perfect landing shortly after 5pm, only 11 minutes short of his five hours!  If only he had stayed up on his first flight!

Andy did all the towing (thanks, Andy!)  Seven tows in total, including one at Dean.

Jeff Solos

It was a hot summer day yesterday - a perfect day for getting a bucket of water dumped on your head. 

Congratulations to Jeff Bernard on his first solo in a sailplane!

And congratulations to CFI Greg Hanlon for kicking Jeff out of the nest!

Memorable Day

 Wow.  Evan (T8) flew 750 OLC kilometers today.

Weekday report May 20

It was the best day in a long time:  low clouds, a crosswind breeze, and cold.  But at least it wasn't raining!

Tim and Greg, heroes both, decided to force the issue and put on a day of training, daring any student to show up for some pattern tows in the 2-33.  Two took the bait, new member Jeff Bernard and Erzo.  The two of them got some great flight and ground instruction from Greg, while Tim did the towing.

Here's a picture of Jeff getting ready for his third flight.  Note the winter hat and down jacket.

The forecast is for more of the same weather for several more days.

Together, then apart

 The soaring weather has been so crummy so far that we've begun grasping at straws.  Perhaps we should do that more often.

Last night the forecast for today was "mostly cloudy," which sounds a whole lot better than "rain all day."  Indeed, the sky was grey all morning.  But that didn't prevent the four desperados from showing up and rigging their gliders.

Here's a nice view of a completely unpromising sky:

Tim (BU), Greg (JR), Peter (HG), and DaveB (NT) launched in rapid succession (4 takeoffs in 21 minutes), and even though there were no shadows on the ground, they were able to stay up!

It is interesting to compare the flights of JR (red) and BU (cyan):

For the first half of the flight, they flew together, advising each other of climb rates and trying to stay out of each other's way in the haze.  They wandered across the river and found their first good climb over Mount Cube.  Then they split up and went their separate ways.

Tim eventually went back to Vermont and found a good thermal to 6000 feet.  He landed just after it started to get sunny on the ground.  A three hour flight, not bad!

Lightweight report

Peter K writes: 

This is for anyone who is interested in the Hang Gliding world. Maybe just Rick…. 

I just got home from the Bobby Bailey Hang Gliding Nationals in Groveland, Florida.

First thing to state is that I do hang gliding competitions for pure fun. Like-minded pilots, a formal task and a dedicated retrieve driver make it very fun. I try not to come in last, but often I am close.

I had three practice days to try to remember how to fly after not flying since last Spring down there. Just like in my Discus at Post Mills.

First Comp task was a 135 km box around the Green Swamp, finishing by flying over Seminole-Lake Gliderport and back to our takeoff. Very difficult in a hang glider. I made it to within 12 km of the goal. I flew 5 hrs 15 mins. In addition to not making it, I missed the first turnpoint due to my well-documented technology issues… Great day. Would've been 7th…. Near zero score. OOPS.

I won’t go into details about every day. On the second to last day, I was too slow and decided not to fly over the city of Groveland to get home. I flew 93 km.

The task on the last day was a 106 km bow tie. I had a very bad Start, behind everyone else. I flew the entire Task alone, which is hard. And that made me think a lot. It was a very good day with 7000 foot cloudbase and light wind. I made it home with 900 feet and 4 hrs15 mins. A great way to finish.

All in all, including short practice flights, I flew 20 hours and nine days in a row. That might be my record.

I hope I brought some better wx back with me…