Aerotowing in Massachusetts

Aerotowing has been a rare thing in Massachusetts, but now there is an operation in New Braintree, MA at Tanner-Hiller Airport.  It's only been up and running since yesterday but a few of us decided to try it out today.  Rhett and Louie weren't going to arrive till after 2pm so I was in no rush to get over there.  After seeing Ascutney's forecast go bust, I went back to bed and then made a good breakfast and relaxed for an hour or two before leaving to fly.

Beckley, who decided to try Ascutney anyway, sent me a text around noon asking - "have you finished breakfast you lazy bastard?".  I replied with - "This tow park bunny thing is quite the life...sleep in, make a nice breakfast, relax a few hours, then head to the field to get towed up." "How's that 1/2 mile hike to launch?"  :-)

I arrived around 1:30pm and after getting a sandwich from the local store, I set up my glider.  Rhett and Louie arrived around 2:30pm and pulled out all the equipment.  After my pre-flight, I started fishing around for a piece of wood to use on the cart so my tail wouldn't get stuck on take-off.  I found some scrap in a wood pile and pulled into the launch line.

After watching our NE winds turn to a tail wind on the runway, and seeing Matt take-off and then Peter, and going for LONGish rides in the cart before being able to get airborne, I decided to hike my glider to the opposite end of the runway and launch in the other direction.  It turned out to be a good call as there was a fairly strong breeze coming in.

I launched at 3:50pm and I had a good tow out of the field; nothing drastic happened, which was good.  Rhett towed me up expertly as usual and I was soon at 3000' in a thermal.  I was a bit nervous as this was my 5th time towing the Combat and 1st time in thermic conditions. Rhett left and headed back to the runway to get the next pilot.

Shot of Kip in his sweet LZ.

I climbed out to cloudbase and tried to raise Kip or Peter on the radio.  Kip fired back after I called 'cloudbase' and said he was 2 miles to the west and coming toward me.  We were under a sweet cloud that had air going up everywhere.  The thermals were fairly large and smooth although I went weightless once and later in the flight I went over the falls twice.  There were some hidden dragons inside some fairly mellow but strong thermals.

Tanner-Hiller Airport

Once Kip and I met up we started heading upwind toward Worcester.  The clouds kept building over our heads and we just followed the streets.  Most of the flight was spent dodging clouds and losing altitude off to the sides to go back in and climb up.  I thought of trying to go somewhere but I'm feeling so new in this wing that I was quite content with a short out and back and just soaring around this new terrain while getting a lay of the land.

Quabbin Reservoir

Kip did good in his Sport 2 and stayed right along with me.  We came within 8 miles of the Worcester Airport and the cloud street came to an end.  Kip asked where too and I decided to head back toward the Quabbin and see about exploring that direction.  On the return trek things started to go soft and you could feel the day winding down.  Kip started getting lower and lower as we retraced our steps but fought hard to stay up and get within 1.5 miles of the runway before succumbing to gravity.

As we came back to North of the runway by a couple miles, I noticed Matt back in the air and Peter had relit as well.  Rhett pulled Peter into the thermal I was using as I ascended to cloudbase again.  I saw him circle around and below me and then peel off about 200 yards to my south before waving off Peter.  I headed over there thinking the lift was better.  Rhett later told me he was watching me head toward the clouds and was trying to keep them out of it.  :-)  Oops on my part, should have stayed where I was at.

Peter

I fussed around at base for a while realizing I wasn't going much further and decided to get some pictures before it was too late.  As I haphazardly handled my glider with one hand and decided to skate all over the sky, I finally retrieved my camera from it's pocket and began clicking away.  I lost about 1500' during this whole process but was able to at least get some stills for tonight's post.

Here's me, looking at me.

I flew around for a bit longer and saw Peter go in and land.  I headed toward the runway and found a small thermal down low right near Kip in his LZ.  I circled for a bit and then headed in behind Matt.

After Matt landed, I hit the downwind leg around the field and then went to base.  I was still a bit high so I boxed around the far end of the runway one more time.  As I made my turn I cut too steep in front of a tree line and ended up with some adverse yaw as I went on final (thanks for the tips Tom).  I started over correcting and finally leveled the glider out abotu 25-30' off the deck.  As I rocked up about 15' off the deck, the nose popped and the bar flew out.  I reached in to pull speed and recover the glider.  I was able to get enough airspeed back in for a good flare and runout but was disappointed in my approach.

Days end.  Back at base.

Tom and Amy headed out while I started to break down.  There was an ultralight pilot preparing for take-off on what I later found out was his first solo.

Taxiing out for his 1st solo.

I broke down my glider and then met up with the other pilots to talk about the day.  Rhett and Marilyn came by to see how things went at the new park.  This is a great little field and it is FULL of lift, very different than towing out of MSFP aka 'The big blue hole'.  I had a great afternoon with some awesome flying with friends.  Looking forward to future flights and laying some new XC routes out of there.

Great way to end the day.

Max Altitude: 4700' MSL
Distance: 14 miles out and back.
Airtime: 1.55 hours.

Grizzly Thermals - Spring in New England

Yesterday I went ten rounds with a Grizzly Bear, or at least I feel that way.  I drove to West Rutland and met up with the other pilots in the LZ.  Allen Ahl, PK, Pete Judge, John Sillero, Bob Reynolds, Jim Georg, Al Ahl, and myself all piled into the 4WD's and head up the mountain.  We arrived at the top to have it blowing in 10 to 15 and less than predicted.  

John Sillero on launch.

Pilots began launching before 1:30pm.  John went first in his Freedom and wasn't really skying out.  I pondered for a bit why we had winds and no ridge lift to speak of.  I continued setting up and prepping my harness while PK and then Pete went next.  The rest of the guys helped wire me to launch (much appreciated).  


I waited for a bit trying to get a good cycle as the other pilots were staying up but not doing spectacular.  A thermal started coming in and after a few tries to get the wings level, I was finally able to hurl myself into what I was soon to find out - was the washing thrashing machine in the sky!


I cruised along the ridge not really gaining or losing and then turned back toward launch and started to lose altitude.  I made one pass in front of launch, back to the spine, and was not making progress - I was beginning to wonder if I was going to get flushed.  As I approached launch again, I snagged a thermal right below and spun it up to 1000' over launch.  A couple more gliders quickly jumped into the air after that and the fun began.

Peter Judge getting ready to go.

I had grand plans of trying to go XC yesterday after looking at the forecast, after the second thermal, I knew I was NOT going XC, and quite possibly was going to go land just to get out of the 'bear air' as it is so aptly named up here in the spring.  I was thermalling at 400fpm up and would hit a core screaming at 800 to 1000fpm or more up.  My glider was getting rocked everywhere and me with it.  I went slack wired twice (weightless) and thought I was going to tumble 3 or 4 times.  


There were some thermals I encountered that after getting a taste of them, I flew away and said "no thank you, you can keep that!"  There wasn't a lot of workable ridge lift so it was mostly finding thermals (one's you were willing to play with) and getting some altitude to glide around for the next one.  Periodically through the flight I considered going in to land, but wondered how volatile the LZ's might be.  Twice I attempted to go in for a landing and about 700' off the deck I hit a thermal and climbed back out...couldn't help myself.


After a little over 2 hours of getting spanked, some high cirrus came in and dampened the sun.  This took some of the bite out of the thermals and smoothed conditions out a bit, temporarily.  PK was off to the West a few miles climbing out and I decided to try a glide from the same altitude to get to him.  As I arrived under him by 100' or so, everything over there died off.  He headed back to the mountain and I followed.  As we approached the westerly spine he hit some lift and passed it up so he didn't turn into me.  I flew into it and found the nasty bear lurking in there again.  I watched as PK went into the bowl and getting slapped around like a fresh school boy.  I opted not to follow.

Combat GT 13.2

I ventured over to the next spine to the East and hit a nice climb all the way to 4200' again.  Across the valley resides Bird's Eye, a really cool looking peak (I would post pictures but I didn't dare take my hands off the bar the whole flight) that is not the easiest to get to as it is upwind and a few miles away.  I've never made it over there and decided to try.  I found a nice line and followed it, losing only 300' the whole way till I reached the base of the ridge.  PK was following me over and stopped for a climb halfway there.  I lost another 1000' making it to the cliffs on the other end but still had plenty of altitude to make it back to the mountain downwind.

I headed back toward launch and on the way decided to go land...again  Hit another thermal at 700' and climbed out...again.  After cruising around a bit, enjoying the lack of a beatdown as I skated through the atmosphere, I felt my stomach requesting some input, and my body requesting a reprieve.  I flew out in the valley and just kept climbing and climbing.  

Corn being planted in the LZ.

One can spend hours meditating on the reversal of fortunes and the complexities of the human mind and emotions.  How two opposing outcomes can produce the same emotional state.  When you want to go up, and you can't find lift, you get frustrated, impatient, angry; when you want to land and you can't get down, you seem to experience the same exact emotions.  Just an observation I had of myself as I ineffectually attempted to get back on the ground.  I then flipped a switch in my head and started to solve the problem. 

My last glider, under 900' you were pretty much dropping out of the sky.  You'd be on the ground and the whole thing would be over in a minute and a half.  THIS thing, I've found it difficult to get down when I want to more often than not.  One could read this and say - "what are you complaining about?", but we're back to the previous observation again - when you want to get down, you want to get DOWN!  Nuff said.  I won't be complaining about this at other times.   

I flew up the valley finding batches of sink, usually followed by more lift...then more sink, and finally, enough sink that I could go back a couple miles and try to land.  As soon as I turned to go downwind, my vario started chirping and I began climbing again.  I shook my head and remained patient.  I made it back to the LZ and tried to burn off altitude with slow progression.  As I did this, the bears came back and started clawing at the air around me once more.

Looking back at the mountain.

I set up my final approach, rocked up early, kept my speed up, transitioned to the downtubes with plenty of time, and then the wind sent me off course enough that I was heading straight for a small treeline along a stream.  I did not have enough altitude to make any sudden moves with the wing so I put in slight roll input and was able to correct my courseline.  

Shortly thereafter I was nearing my flare window.  As I pushed out and flared, I was still too high off the ground. The weight of the glider bearing down on my recently rubberized arms was too much.  I came down hard, went to my knees, chest, then face, and watch the nose of the glider follow.  Another landing that didn't go so well.  Really hope the training hill opens up soon so I can get this problem resolved.

PK asking how much VG I had when we glided to Bird's Eye.  :-)

Total airtime: 3 hours

Total airtime feeling: 8 hours


**Note - despite the negatives, it was a valuable learning experience and I had some good smooth climbs that made me think twice about going in to land.  Good day overall.

Spring Sledder

Some pilots were heading to Rutland on Saturday but I had to teach classes in the morning and didn't want to miss BJJ for what looked to be an iffy shot at Rutland.  I checked the forecast and Deerfield looked to be the right direction and a good velocity so I decided to load the car up the night before and take the bike to work.  My good buddy Allen agreed to ride along with me and help me launch.

After classes I rushed home and picked up the car.  I met Allen on rt 2 and we headed out around 2:00pm.  We arrived at launch around 3:30pm to find Ross and Nick there 'Hang Waiting'.  Conditions got better when we arrived and Nick took off for an hour long flight.  I quickly setup while Nick was soaring over our heads.

After assembly and doing my pre-flight, I climbed into my harness and headed to launch.  Ross decided to let me go ahead of him and he and Allen assisted me on launch.  I cringed as my carbon fiber base tube grinded on the rocks at launch.  I soon forgot about it while I watched the conditions.  With no leaves on the trees it was difficult to get a head start launching before the thermal would blow through.  As soon as the next cycle hit launch, I pciked up the glider and took to the skies.

 I turned off launch but wasn't climbing.  I made a pass back still sinking and decided to head into the valley and search.  I found a weak thermal but after 3 turns I was losing ground and not gaining.  I bailed out and headed toward the main road to position myself over a small ridge in front and closer to the LZ.  I found a good thermal but now only 250ft. off the deck, I didn't have much room to play with.  I glided for the LZ and began the rock and roll ride into the fields. 

Trying to core up.  LZ in the background.

I hit some bumps in the air making my approach but made into the fields with no issues.  Ross launched shortly after I landed and duplicated my short sled run.  Flight was short but it gave me a chance to launch and land and get some of the winter cobwebs off.

Allen and I stopped in Greenfield for some excellent Thai Food before heading home.  Good day.

Flight time: 4 minutes

7th Flight in the Combat

Video of yesterdays launch.  Beware of TAIL!!!

First Foot Launch in Topless Glider and my new Combat.  2nd flight in this glider.

Team Challenge 2011 - Day 5

Just had my longest flight ever. Completed my task and then I went downrange. Met up with, and ended up chasing Bubba Goodman and Terry Presley that were free flying. Landed at Marrion County Airport for a total of 53 miles — at Marrion County Airport-Brown Field.

Team Challenge 2011 - Day 4

Yesterday: Early rise to go into Georgia to pick up my new wing. Mike Barber, the world record for distance in a Hang-Glider helped me put the leading edges in and inspect it. Dennis Pagen, the guy who writes the books on Hang-Gliding and Para-Gliding, assisted with the setup and inspection. Dave Hopkins (distance record holder in New England) advised me on the transition to topless gliders. Mike Barber then gave me a lesson on transitioning. Relaxed for a while and waited for better conditions, then a 30 minute sunset flight where I couldn't get down faster than the sun! Excellent day!  Only at Team Challenge can you get this kind of help and support.

The Art of Combat

Today was the worst day of the East Coast Championships 2011 at Highland Aerosports in Ridgely, MD.  A stellar week of awesome technical flying, my longest distance flight yet, and a trip to the beach on a day it was 108 degrees on the heat index.  I can't complain about the East Coast Championship at all.  On the contrary, it has been an awesome meet.  Unfortunately, sometimes things happen that just ruin your day.

Today, my flight out of the park started out with a good climb heading downrange for the first leg of the task.  As Nick and I circled slowly and climbed out, I saw a gaggle under the next cloud along course, and since my climb petered out to a 50fpm, I decided to jump in under them and try to move on course while Nick stayed back.  Part of my decision was governed by my score; due to some GPS malfunctions (a fried GPS receiver), I lost some serious points.  I needed to be more aggressive today in order to make up points and knock Brian out of first place.

As I came in 50-75 feet under the gaggle, I was unable to find the climb they were in.  I scoured all over, after losing 500 ft. I decided to go back to the previous cloud where Nick was still circling, and most of the Sport class had joined him.  I came back and found a mediocre climb at best and was now stuck for the next 20 minutes circling back up in trash.  Meanwhile, the rest of the Sport Class headed downrange.  I went from first on course to last on course.

Paris setting the VG.

I finally jumped to the next cloud again and warfled in more garbage.  Not finding anything significant, I continued on downrange searching to no avail.  As I sunk lower and lower, I switched into survival mode and tried to pull off a low save at 500ft.  I tipped up on my wing tip and tried to core the thermal, or what I thought was a thermal.  It turned out to be a bubble and on one turn I came part way out and by the time I came back around, the bubble had left me behind.  I landed and called April our driver.

Nick, and Toni, were not far from my position so we headed off to pick them up.  After a long ordeal involving irate farmers with knives and shotguns, and the local sheriff, we headed back toward the airpark with some all riled up, and myself introspective and playing back the incident in my head along with all the possible outcomes that could have been much worse.

The day then started to get drastically better when we stopped for an ice cream and I was pleasantly introduced to 'Pretzel Cones', one of the best inventions to hit ice cream in years.  After consuming our cold creamy, sweet, and salty treats on a hot and tempestuous day, we arrived back at the flight park where I was greeted with the best part of the day.  Paris Williams volunteered to show me around the Aeros Combat he was demoing this season.

We spent some time going over the glider and getting the hang strap hooked up.  As we set up the gear Paris realized I was using a 3 point tow and recommended I 'pro tow' with a topless glider for better results.  I had never pro-towed before so I was a bit nervous about adding it on my first time flying a topless glider.  Sunny joined us to help out, and much discussion began over the do's and do not's.  Too many things to keep in my head.

I started to feel a bit overwhelmed so I asked them to stop and tell me the top one or two things I should be focused on so I didn't have too much to focus on at once.  Paris immediately came in step and said, "It's a hang-glider, you already know how to fly, so do what you know."  He then proceeded to narrow down two things to keep in focus as we marched the glider down the flight line.  I felt better already.  As we walked the glider on cart down the runway, we joked about the resemblance to the movie 'The Right Stuff', as they walk to the flight line.

CLEAN!!!

Sunny returned after getting April to bring the tug.  I prepped and set up on the cart.  Sunny and Paris hooked me up to April and waved the line out.  As the line became taught, I took a deep breath, soaked in the moment, then gave the launch command.  The tug engine roared up, the brakes released, and we started to roll down the runway headlong to the sky.  The glider was surprisingly smooth (due to the fin on the back) and it felt similar to flying my sport 2 but in many ways easier.

April waved me off around 3600', and like a little school boy I began to test out the capabilities of this amazing wing.  I glided around for a bit testing out the controls and the turns, then I pulled in and shot across the sky like a comet.  FAST MACHINE!!!   I flew all directions of the compass point and was still at 2500'.  I looked at the town of Ridgely 5 miles away and decided to see how the glide handled.  I made it to Ridgely and back only losing 100 or so feet.  NOTE:  the next day I tried that in my Sport 2 and as I was half way there, I turned and looked at the flight park and knew I would make Ridgely, but I would be landing there and definitely not making it back.

I continued to soak in the Combat and play with the speed and VG, then decided to try a few wing overs to test the handling.  SWEEEEEET!!!  Unfortunately my flight was coming to an end and I started thinking about landing this sleek wing.  Of course, the entire population of pilots at the comp, were now out on the field watching me and waiting to see if I screwed up.  Tom had cruely told Paris that I was known in New England as 'Pound In Randy'.  So Paris was now nervous I was going to crash his glider.  Tom only made him suffer for a few minutes I hear, before telling him the truth.

The pressure was on in front of an audience of highly skilled aviators but I nailed my landing.  As I walked the glider down the runway with a Cheshire Cat Grin on my face, Tom Lanning, Paris, and Sunny came riding up in the golf cart to greet me.  They asked how it was, to which I replied, "I have two things to say:  1. Tom, I am going to WHOOP your butt now!  2. Paris, what are you flying tomorrow?"  :-D

In conclusion, Paris needed the glider for one more comp and then was selling the glider.  I told Sunny I wanted it and let me know when it is ready.

UPDATE:  I should be picking up the glider tomorrow or Tuesday (9/26/2011)

Year End Close Out - 2010

Sanctuary.

2010 was a great year for flying.  Many accomplishments and a boat load of flying as well as a bevy of accolades.  This was the year I returned to XC flying.  I had previously only done 2 XC flights long ago at the tail end of my second year flying, right before my 5 to 6 year break.  Someday I'll do a write-up on those first two flights.

Coring up and away from Greylock.

For this past year, I had some amazing flights that will long live in the memory banks.  Some of those include my XC flights of course, but also circling in a thermal on tow behind Rhett as we cored up with Lanning.  That was excellent brain candy.  Flying with some awesome people and having gracious flying friends that chased me, or helped me hike what some might consider grueling terrain, so I could launch my trusty wings.  I can't leave out the great pleasure of flying Skinner with an awesome Canadian pilot named Brian Boudreau.  Looking down on the top of his sail for 2.5 hours was priceless.  :-D  (there you go Brian, I mentioned you in my blog.  Curse away. :-)  ). 

Made my first goal.  Allen was there to greet me.

Kip having a snack.  Big bugs in Tennessee!

The best flights of the year were XC from Morningside to Forbidden Field (XC#5 - 13miles), Morningside to Andover, NH (XC#6 - 29miles), Greylock to 'almost' Equinox (XC#7 - 27miles)(look out below Beckley), hitting 9000' and making my first goal at Team Challenge, escorting my A pilot to goal with our C pilot (Colin) later that week (royally pissing him off), and flying XC in November from Mt. Tom to Skinner (thanks JJ). 

Kearsarge

I set my new personal best for altitude (9k feet), and distance, with the flight to Andover.  I met lots of amazing people at the Tree Toppers Team Challenge in September; it was an unforgettable week.  I learned in one week, a year or two worth of flying skills from some of the best - Mike Barber, Ollie Gregory, Dennis Pagen, Dave Hopkins, etc..

Allen Stannish was excellent company on the trip and we shared many laughs while camping out there.  I took 1st Place for B Pilots, our team took a hotly contested 2nd Place, and I tied for 'Rookie of the Year' with Tim Martin (RIP).  I came home to a limited flying season, and little to no coastal soaring Fall/Winter due to weather malfunctions.  I did end up winning the 2010 Vermont Hang-Gliding Association 'XC Contest' for '0-25 mile class' and elevated myself into the '25-50 mile class' for this coming year.  Lookout Rodger. ;-) 

All in all, an awesome year with many great experiences!

Sunset from Mt. Tom on the way to Skinner.

Here are the stats:

New sites flown:  Cannon Mountain,  Mt. Tom, Ridgely (Highland Aerosports), Whitwell (TN)
Hours for year: 74.55
Hours in New England:  69
Total Hours at year end:  179.15
Total Flights for year: 46
Total Flights at year end: 369
Longest Flight for 2010:  5hrs 33 min
Average time/flight for 2010:  1hour 37minutes
XC Flights:  12
Longest XC Distance:  31 miles


Special thanks to Kip Stone, Filippo Oppici, and Tom Lanning for their assistance/support.  Thanks to all of those I was able to share the skies with, the new friends I made, and the support that pours out from fellow pilots, family, and friends.  Looking forward to 2011 season which is off to a great start!

Who does XC in November in New England?!?!!? - Mt. Tom (1st Flight)

I had been doing a new workout (Cross-Pit) for a few weeks that was really whipping me into some awesome shape.  I was feeling like some adventurous exercise to test things out.  Flying Mt. Tom has been on my agenda for a while now.  Mt. Tom is a site often exclusive to Para-Gliders due to the  hike up a 70 to 80% grade on loose shale.

J-J and I starting up the trail.

I was up for some rigorous training but 60lbs. of glider and 40-50lbs of gear is a bit beyond my limits without an all day event up such a steep climb.  If I was going to fly Mt. Tom, I was going to need another pilot to assist with the hike.    I called J-J as he's always up for an adventure.  J-J was on board and looking to fly there as well.  We both had morning activities in the way so we decided to meet around noon and head out. 

The Summit!

After rendezvousing at the meeting point, we had both been doing some quick calculations and realized with the allotted time, only one pilot was going to be able to fly.  J-J was fine with sitting this one out, and offered to go along and help me out.  We embarked and arrived around 3pm at the base of Mt. Tom.

J-J looking thrilled after the hike.

We quickly unloaded the car and I put on some cold weather gear for the flight.  We hit the trail and made it to the summit in 30 minutes.  If I recall, we stopped once or twice to revitalize.  The killer wasn't the hike, or the rocky trail, it was the thousands of leaves lining the trail that made for some slippery climbing.

Launch.  Not a fun one!

We quickly set up my glider and I did a pre-flight.  Then we inspected launch and came up with an idea of how to approach it and where J-J was going to be on the wing.  The wind was blowing about 15 to 20 mph but everything seemed manageable.

Times ticking.  Not much daylight left.

As I approached launch, the sculpture of the cliff gave the wind plenty of opportunity to make things difficult.  The air was gnarly and J-J had to jump from wing to wing to assist me in keeping the glider on the cliff.  In retrospect, I will not launch here again without a 2 or 3 person wire crew.  At one point I felt like I was going to be sucked over the edge.  As my nerves wound up, my patience grew thin, and the pucker-factor was way beyond 10!  I decided the safest thing to do was get into the air by any means necessary.

Mt. Tom Range, Connecticut River, Skinner State Park in the distance.

The terrain was too slippery and steep to back off launch with just the two of us.  I waited for the glider to stop moving (on the ground), lifted the wing slightly to test the air.  I felt the wing stabilize so I pulled in, and ran like a demon from hell, leaving the sun lit red brimstone of the mountain in my dust.

Full moon on one side.

Once I was in the air I relaxed and settled in to the screaming lift coming off the ridge.  I zipped up so I would stay warm, buzzed launch to thank J-J, and headed North to get some pictures.  As I returned to launch, J-J had already left and began the descent.  The plan was for him to get the car and meet me at the pre-determined LZ.

Sunset on the other.

I began exploring the ridge and realizing I could do a bit more than just stay at Mt. Tom.  There were small ratty thermals poking up, and I was able to get 700 fpm up in a few of them.  I topped out at 2076' but had plenty of altitude over the 1100' ridge.  I began to eye Mt. Holyoke in Skinner State Park to the North, another site I have flown.

View from aloft.

Sunset.

Affectionately known as 'The Rock', more appropriately named 'The Radiation!'.

As I flew the ridge and pondered trying to jump the gap to Skinner, I bounced back and forth between laying out my strategy, and fighting the inner turmoil in my head that was going to send J-J to the wrong LZ waiting for me to land, and then finding no sign of me.  Plus I would be on the other side of the river which was not an easy hop skip and a jump (unless you're in the air).

I had left the radio behind as it was added weight.  So I had no way of communicating my intentions with J-J.  Eventually I decided, flying two sites in one day without touching the ground, and making an attempt at something I had yet to try but chomped at the bit to do, was far more important than a little stress and out of the way driving for my compatriot.  Off I went.

Almost there!  A little closer...

I gained as much altitude as I could, topping out at a little over 2k feet.  I setup my course, had my bailouts if I didn't make it, pulled the bar in to best glide, and lunged forth into the unknown.  Visor was down, I tucked my arms and elbows, and streamlined my body as tight as I could get it.  I stayed ever vigil on bar position the entire way as I had no room to spare - this was going to be tight.

MADE IT!!! Skinner Launch fly by.

There was no margin for error if I made a mistake, or got lazy on my glide as there would be no lift in between.  The late day and lack of thermal activity meant I that whatever altitude I left with, was all I had in the bag. 

View of LZ after passing by launch.  Plenty of ridge lift here too!

I made it!  I came in to the ridge and picked up the lift band climbing back out.  I arrived about 200' over launch with a huge ass grin on my face.  Followed by a few hoots and hollars.  By now I had completely forgotten about my hesitation and inconveniencing my friend.  The party was on!

The Skinner State Park Summit House - Proof of Flight.

I soared the Holyoke range soaking in the glory and then proceeded to do a few wing overs to celebrate.  As I simmered down, I noticed the view settling in over the valley.

Hard to go land when you have a view like this!

 As dusk quickly approached, I soaked every last minute I could get of the spectacular view then peeled out to make my final approach.  I flew down the riverbed and came in to the LZ with a nice no step landing to a few cars that had stopped to see the show.

After snapping a few pics I called J-J and gave him my location for retrieve.  He quickly got on course and arrived 25 minutes later to pick me up.  Thanks go out to him for his support!

Breaking down in the dark.

Full moon over Mt. Holyoke.

Total airtime: 35:00 minutes.
Total distance:  5.01 miles