Mt Washington Diamond Mine delivers again...

[Giaco]

3 New Diamonds and Lennie #1's at the Mt. Washington Wave camp yesterday.
Potentially a new state record as well, but verifying the logs.

Tows were as low as 2K, with highest climb in the 32K range
https://www.onlinecontest.org/olc-3.0/gliding/flightsOfAirfield.html?aa=GORHA1&st=olcp&rt=olc&c=C0&sc=&sp=2019

[[email protected]]

Did the wave camp have a special waiver allowing flights above FL280 and into RVSM airspace?

[Charlie M. (UH & 002 owner/pilot)]

Usually wave camps, that have their crap together, have a "wave window" set up with local FAA types. They get a suitable block airspace, then make a call and "open the window".
I am SURE Mt. Washington, Petersburg, WV., several spots in CO., etc. all have this.

[Dan Marotta]

Moriarty, too, though in the nine years I've been in the area I've only
seen the window opened once.

On 10/10/2018 10:11 AM, Charlie M. (UH & 002 owner/pilot) wrote:
> Usually wave camps, that have their crap together, have a "wave window" set up with local FAA types. They get a suitable block airspace, then make a call and "open the window".
> I am SURE Mt. Washington, Petersburg, WV., several spots in CO., etc. all have this.

--
Dan, 5J

[Tango Eight]

On Wednesday, October 10, 2018 at 12:02:23 PM UTC-4, wrote:
> Did the wave camp have a special waiver allowing flights above FL280[sic] and into RVSM airspace?

The wave window was open to FL350 yesterday, and most of that got used! Sadly, I was at work...

There exists a letter of agreement which spells out the operating parameters and procedures. It's worked very well. The airspace made available is a 10 NM radius cylinder centered on a point roughly coincident with the Mt Wash primary.

Typically, we'll ask for FL260 to start, and if pilots get close to the ceiling, we'll ask for more.

The air we want to be in is not something you want to fly a 767 through at speed anyway....

T8

[Charlie M. (UH & 002 owner/pilot)]

I knew I didn't know every location, just saying "regular wave sites" have an agreement.

Still trying to get my last badge out of Middletown, NY. I started here, soloed here, went through Gold with 2 diamonds here, just like "UH".
He (UH) finally went to Mt. Washington the other year to complete his diamonds to add to the, "mass 1000K" at NewCastle in VA., I believe only 2 diamond climbs in the state of NY in history.
Yes, possible now and then over Ellenville, NY., but hard.
We are about 10 miles downwind of the "ridge", the plateau by Ellenville is best bet (where I got my Gold climb).

BTW, for history buffs, Steve Bennis and wife (Ginny/Virginia) (later a Schweitzer) started gliding ops in the region. He is a hall of famer.
He also owned Middletown, gave me a PVT and COMM checkride.

[CindyB[_2_]]

On Wednesday, October 10, 2018 at 9:02:23 AM UTC-7, wrote:
> Did the wave camp have a special waiver allowing flights above FL280 and into RVSM airspace?


Technically, the window operation IS a waiver from RVSM and other IFR/equipment/certification rules.

Many wave windows are not concerned with RVSM requirements. Since the window excludes the machinery that seek and use RVSM separations, the machines/gliders inside the Window (or column) are operating VFR separations between window participants (glider to glider, See and Avoid).

Most wave windows are tailored in lateral boundaries to minimize impacts on IR routes and commercial air traffic. The integration of wave columnar airspace and lateral jetways can happen in real time, depending on the requirements of the window "contract" or Letter of Agreement (LOA).

Sometimes glider use is "capped" temporarily to allow an IFR overhead transition. Ie., Glider Two Four Xray remain below FL 240. Later a clearance to climb at will can be issued. I have personally received inquiries by ATC to confirm if I can "remain above FL XX for XX minutes" while a transition occurs below me.

Sometimes windows are segmented laterally like stepping stones to allow XC work by gliders to move along the ridgeline, and allow IFR traffic to transition an area ahead or behind the XC Flight Levels glider(s).

There is tremendous diversity in various wave windows, allowing recreational pilots access to Flight Levels. The important thing to remember is that the LOA is a contract between users and the FAA. Failure to adhere to terms of use could result enforcement action individually and in loss of privileges to future pilots. It is the User's responsibility to know how to comply....get a good briefing.

Fly safely,

Cindy B
SSA Government Liaison, Airspace

[Giaco]

On Wednesday, October 10, 2018 at 6:26:17 AM UTC-4, Giaco wrote:
> 3 New Diamonds and Lennie #1's at the Mt. Washington Wave camp yesterday.
> Potentially a new state record as well, but verifying the logs.
>
> Tows were as low as 2K, with highest climb in the 32K range
> https://www.onlinecontest.org/olc-3.0/gliding/flightsOfAirfield.html?aa=GORHA1&st=olcp&rt=olc&c=C0&sc=&sp=2019

To answer the specific question about Mt. Washington, yes, we work very closely with both the Boston Center controller, as well as the NORAD Eastern Air Defense Sector and the National Guard, as we are flying inside of a MOA/ARTCC as well. We have very rarely (recently) been locked out from using the airspace on a given day, or limited to FLXXX, but have at times had to wait for the military folk to finish their training before going over 18. The FAA and NORAD folks have been very accommodating and appreciate hearing the updates when we make good use of everything we are given.

G7

[Roy B.]

Cindy:
That is interesting, but wouldn't ATC want to divert high speed traffic away from the area below the glider in wave? That's a pretty big speed bump to hit at 500kts.
ROY

[[email protected]]

I was told that they gave us an additional 10k and extended the window to 45k as guys were climbing.

DC

[JS[_5_]]

On Wednesday, October 10, 2018 at 3:26:17 AM UTC-7, Giaco wrote:
> 3 New Diamonds and Lennie #1's at the Mt. Washington Wave camp yesterday.
> Potentially a new state record as well, but verifying the logs.
>
> Tows were as low as 2K, with highest climb in the 32K range
> https://www.onlinecontest.org/olc-3.0/gliding/flightsOfAirfield.html?aa=GORHA1&st=olcp&rt=olc&c=C0&sc=&sp=2019

Sounds like a stellar camp.
30k climbs without a thousand dollar tow?
Jim

[Giaco]

Quick Video from the initial climb on Tuesday

Best part is the the peak foliage down the valley!

https://youtu.be/3Z5VYfmTbv4?

[CindyB[_2_]]

On Wednesday, October 10, 2018 at 4:47:59 PM UTC-7, Roy B. wrote:
> Cindy:
> That is interesting, but wouldn't ATC want to divert high speed traffic away from the area below the glider in wave? That's a pretty big speed bump to hit at 500kts.
> ROY

Usually the glider folk were wanting the windows on weekends. In our case, the airspace was often not (for a few hours) Dept of Defense use - it was released for civil use - so airliners wanted to go Direct... and save a ton of fuel. They're only running ~300 kts. And what's a little oscillation in cruise alt to a Boeing?

I am guessing that there is small enough pressure change in the peak and valley of the wave that the transponder reports to ATC don't show any alt deviation. And the autothrottles are doing their best to mitigate. Combine that with the 100' increment of transponder 'accuracy' and the local ATC boys being pretty well versed in the local weather phenomena. No one gets too upset, literally and figuratively.

The FLXXX cruise alts locally are mostly Above the rotor layer that lies under the wave apogee. Yes, there might be the "little buzz" in the upper transition trough - windward of the primary, but I have seldom encountered it. Even when wanting to run a level altitude and using that location.

The "local" ATC facility is darn well trained, and their primary mandate from the facility supervisor (who I had taken wave soaring) was " make it work for the most participants" == a helluva great outlook. Hence, if we could stay predictable at a block FL assignment, an airliner would run under us.

This was after we had established a track record of predictability and compliance. Keeping a clean record with ATC can be morphed into more privileges over time.

Soar safely,

Cindy B

[[email protected]]

So, how about a Diamond climb without the need for a wave window? Here is how you do it:

Launch out of Santa Ynez (California) Airport KIZA on a north wind day with wave conditions forecast. Ridge soar the mountains just south of the field (Santa Ynez Peak to Bald Mountain etc.) until you are sure the ridge lift is there. Do a redline pass down the dry river bed at the base of those mountains (~500 ft MSL if you really push it, woohoo). Pull back up into the ridge lift and re-establish a climb. Float at min sink or find a thermal that takes you to at least 5000 ft MSL or so. Turn downwind and head for Santa Rosa Island (you will be heading over the water, and seeing the shoreline disappear under your wings is definitely spooky). Contact the wave downwind of the mountains and over the water. Climb to 18,000 ft MSL, presto, a Diamond climb!

Oh, and you may want to pre-check for bailout fields downwind of the mountains, west of Goleta. There were some decent ones back in the '80's, that were checked out and walked before this was attempted. I have no idea if those fields are still there....

I didn't invent this, the old Santa Ynez crew back in the late '80's told me about it, they had flown this profile numerous times. I tried it in October 1989 in my '20, but the wave only went to 11,000 ft or so that day. I already had my Diamond climb (Mt Mitchell NC in 1985) so I didn't go on a campaign for getting to 18,000 ft.... But Diamond climbs had been done that way, so I was told.

I hope I don't get in trouble for sharing this....

Cheers,
J6

[[email protected]]

On Monday, October 15, 2018 at 4:59:45 AM UTC-4, wrote:
> So, how about a Diamond climb without the need for a wave window? Here is how you do it:
>
> Launch out of Santa Ynez (California) Airport KIZA on a north wind day with wave conditions forecast. Ridge soar the mountains just south of the field (Santa Ynez Peak to Bald Mountain etc.) until you are sure the ridge lift is there. Do a redline pass down the dry river bed at the base of those mountains (~500 ft MSL if you really push it, woohoo). Pull back up into the ridge lift and re-establish a climb. Float at min sink or find a thermal that takes you to at least 5000 ft MSL or so. Turn downwind and head for Santa Rosa Island (you will be heading over the water, and seeing the shoreline disappear under your wings is definitely spooky). Contact the wave downwind of the mountains and over the water. Climb to 18,000 ft MSL, presto, a Diamond climb!
>
> Oh, and you may want to pre-check for bailout fields downwind of the mountains, west of Goleta. There were some decent ones back in the '80's, that were checked out and walked before this was attempted. I have no idea if those fields are still there....
>
> I didn't invent this, the old Santa Ynez crew back in the late '80's told me about it, they had flown this profile numerous times. I tried it in October 1989 in my '20, but the wave only went to 11,000 ft or so that day. I already had my Diamond climb (Mt Mitchell NC in 1985) so I didn't go on a campaign for getting to 18,000 ft.... But Diamond climbs had been done that way, so I was told.
>
> I hope I don't get in trouble for sharing this....
>
> Cheers,
> J6

I did my Diamond climb at Gorham a few years ago. Low point about 700 above the airport. Max 17990. Made Diamond by 62 feet. I was told that this was the 5th "legal" Diamond done there.
Window was not open that day because gubment shutdown had just ended and they need the airspace for other stuff.
FWIW
UH

[Michael Opitz]

>I did my Diamond climb at Gorham a few years ago. Low point about
700
>above=
> the airport. Max 17990. Made Diamond by 62 feet. I was told that
this was
>=
>the 5th "legal" Diamond done there.
>Window was not open that day because gubment shutdown had just
ended and
>th=
>ey need the airspace for other stuff.
>FWIW
>UH
>
UH,

Maybe the 5th one out of Gorham, but there were numerous
climbs like that made from the old White Mountain airport in North
Conway before that airport was closed. After we opened up modern
wave flying there in 1966, people figured out that one didn't have to
tow 23 miles to get to the primary at Pinkham Notch. All one had to
do was climb up off the ridge at the east end of the airport and then
jump about 5 or 6 waves upwind. There were numerous flights that
were made to Diamond altitude gains with releases about 300' AGL on
the ridge right off the end of the runway. It sure cut down on the
launch time intervals as opposed to the tow plane having to do a 46
mile round trip through the Moat Mountain range rotor out and back.

RO

[[email protected]]

On Monday, October 15, 2018 at 10:30:04 AM UTC-4, Michael Opitz wrote:
> >I did my Diamond climb at Gorham a few years ago. Low point about
> 700
> >above=
> > the airport. Max 17990. Made Diamond by 62 feet. I was told that
> this was
> >=
> >the 5th "legal" Diamond done there.
> >Window was not open that day because gubment shutdown had just
> ended and
> >th=
> >ey need the airspace for other stuff.
> >FWIW
> >UH
> >
> UH,
>
> Maybe the 5th one out of Gorham, but there were numerous
> climbs like that made from the old White Mountain airport in North
> Conway before that airport was closed. After we opened up modern
> wave flying there in 1966, people figured out that one didn't have to
> tow 23 miles to get to the primary at Pinkham Notch. All one had to
> do was climb up off the ridge at the east end of the airport and then
> jump about 5 or 6 waves upwind. There were numerous flights that
> were made to Diamond altitude gains with releases about 300' AGL on
> the ridge right off the end of the runway. It sure cut down on the
> launch time intervals as opposed to the tow plane having to do a 46
> mile round trip through the Moat Mountain range rotor out and back.
>
> RO

I was trying to point out that one does not have to take a whore tow and use Class A airspace to get the diamond. My flight was not at all remarkable, but relatively uncommon. The only uncommon thing about my flight was that I did it on the first try.
We are lucky to have Gorham as a site, having lost the other sites to uses like shopping malls.
UH

[Roy B.]

Mike's post brings back some good old memories. I soloed at North Conway back in 1973 before the airport became a shopping center & condo. It was right next to the little ridge that was the Mt. Cranmore ski area. Alan MacNicol (who organized the early wave camps) said it was like a "filter": If you could figure out how to jump from the little ridge, to the Mt. Kearsarge ridge, to the secondary wave and then to the primary wave - then you were qualified to be in that big wave. If you couldn't - you didn't belong there. One year (maybe '76) we flew out of Glen NH - but that site did not last long.
ROY

[Michael Opitz]

At 14:54 15 October 2018, wrote:
>On Monday, October 15, 2018 at 10:30:04 AM UTC-4, Michael
Opitz wrote:
>> >I did my Diamond climb at Gorham a few years ago. Low point
about
>> 700
>> >above=
>> > the airport. Max 17990. Made Diamond by 62 feet. I was told
that
>> this was
>> >=
>> >the 5th "legal" Diamond done there.
>> >Window was not open that day because gubment shutdown
had just
>> ended and
>> >th=
>> >ey need the airspace for other stuff.
>> >FWIW
>> >UH
>> >
>> UH,
>>
>> Maybe the 5th one out of Gorham, but there were numerous
>> climbs like that made from the old White Mountain airport in
North
>> Conway before that airport was closed. After we opened up
modern
>> wave flying there in 1966, people figured out that one didn't
have to
>> tow 23 miles to get to the primary at Pinkham Notch. All one
had to
>> do was climb up off the ridge at the east end of the airport and
then
>> jump about 5 or 6 waves upwind. There were numerous flights
that
>> were made to Diamond altitude gains with releases about 300'
AGL on
>> the ridge right off the end of the runway. It sure cut down on
the
>> launch time intervals as opposed to the tow plane having to do a
46
>> mile round trip through the Moat Mountain range rotor out and
back.
>>
>> RO
>
>I was trying to point out that one does not have to take a whore
tow and
>use Class A airspace to get the diamond. My flight was not at all
>remarkable, but relatively uncommon. The only uncommon thing
about my
>flight was that I did it on the first try.
>We are lucky to have Gorham as a site, having lost the other sites
to uses
>like shopping malls.
>UH
>

UH,

Actually, the whore tows were responsible for people finding the
alternative much lower ridge releases. Towing the 23 miles one way
in the constant Moat range rotor was a royal pain as well, but once
word about the wave possibilities got out, the initial operation with
one L-19 tow plane could just not keep up with the demand of
everyone showing up for a flight. The turn around time for just one
tow was on the order of 45 minutes or more. So, as we learned the
wave system and explored more, the much shorter tows with lower
releases on the ridge became the norm, and the operation was able
to accommodate the larger number of pilots who came out to
experience it.

RO

[Dave Nadler]

On Monday, October 15, 2018 at 11:39:04 AM UTC-4, Roy B. wrote:
> Mike's post brings back some good old memories.

Yup, brings back some good memories:
https://en.wikipedia.org/wiki/White_Mountain_Airport_(New_Hampshire)
Became a shopping mall 25 years ago now.

> ...If you could figure out how to jump from the little ridge, to the
> Mt. Kearsarge ridge, to the secondary wave and then to the primary wave
> - then you were qualified to be in that big wave.

I recall it took quite a few steps from the ridge to the primary. Lots of fun!
I also remember that early tows to the primary had gone,
shall we say, not so well...

See ya, Dave

[Charlie M. (UH & 002 owner/pilot)]

We "can" do that out of Middletown, NY or Wurtsboro, NY.
For me (looking for last Diamond from Middletown, NY.......K06N), we can tow to Wurtsboro ridge, if ridge is working, yes....... high speed pass low (did it for my go.d climb on a crappy day in October....several tries beforehand....).
Then ridge fly up, big air intake, dive around the knob before Ellenville, find a thermal, get into the wave.

I have been in the wave in a C-150 on glider freq. told gliders I knew they were there, I would stay out of the way.
When I did my gold climb, it was a fluke, Chip Beardon (JB) was up as well. It looked doable, Hank (the real UH now) said, load a barograph, go for it.
I got my climb.
I still want a diamond climb from Middletown, NY. Then I can have all SSA badges from one site ("A" through 3 diamonds).
Hank (UH) did the same but diamond climb, then again, he was part of the "mass 1000K" at Newcastle a few decades ago.

So yes, it can be done, it just adds to the level.
Frankly, doing a diamond climb in the NE US is tough. Some tougher than others.

BTW, my badges were done by the log, photo proof (killed my 1st diamond distance) or Replogle barograph.

[Michael Opitz]

At 17:26 15 October 2018, Dave Nadler wrote:
>On Monday, October 15, 2018 at 11:39:04 AM UTC-4, Roy B.
wrote:
>> Mike's post brings back some good old memories.
>
>Yup, brings back some good memories:
>https://en.wikipedia.org/wiki/White_Mountain_Airport_(New_Ham
pshire)
>Became a shopping mall 25 years ago now.
>
>> ...If you could figure out how to jump from the little ridge, to the
>> Mt. Kearsarge ridge, to the secondary wave and then to the
primary wave
>> - then you were qualified to be in that big wave.
>
>I recall it took quite a few steps from the ridge to the primary. Lots
of
>fun!
>I also remember that early tows to the primary had gone,
>shall we say, not so well...
>
>See ya, Dave
>

YO,

Yes, the early tows were an adventure. We learned a lot on the first
day - 8 Oct 1966. It was a great wave day, and the only cloud in
the sky was a single lennie over Mt Washington. All of us early ones
got to tow right through the Moat range rotor because we didn't
realize what it was at first. 23 miles of just getting kicked around
and barely being able to hang on. I released at 4,200 MSL (2k Ft
above Pinkham Notch, and 2K Ft below the mountain top) because
Alan MacNichol and his L-19 were in a 45 degree left bank (with full
opposite control inputs) while I was in a 45 degree right bank (with
full opposite control inputs on the 1-26). My 45 degree banked turn
to the right continued (while holding full left controls) for about 270
degrees of turn until I came to a West heading into the wind. When
I got to look at the vario, it was pegged at over 1500 fpm up. It spit
me right up into the primary wave. At that time, the (now) Class A
airspace did not start until FL240, so that's as high as I went that
day. I still had 300 Ft/min climb when I broke it off, but this was the
first day of the expedition, so we had no wave window worked out
with ATC in advance. I had my Diamond gain with almost 20K Ft in
the bag, so I went back to give another club member a chance too.
After I landed, another club member showed up with his Ka.6CR and
got a tow around noon. He went to the same place I did, but
released in heavy rotor sink, tried to set up for a landing in the
Wildcat ski area parking lot, but was thrown into the trees by a rotor
gust on short final. He went down through the trees, the glider
splintered, but he was able to walk away with just a bump on the
chin. We got that news by maybe 2 PM. Alan immediately
determined that all subsequent tows would be to 7K Ft in the wave
over the mountaintop (still leaving room for a diamond gain up to
FL240) and out of the rotor ASAP. I was dispatched to help get the
wreck out of the woods. Mt Washington and surrounding area
provided a very steep learning curve for all of us that day, especially
for me being a 15 year old kid who had just completed his Silver C.
I have to give Alan and my father credit for trusting in my abilities to
let me go in that environment. It certainly had my full attention.

RO

[Daniel Sazhin[_2_]]

On Monday, October 15, 2018 at 2:10:08 PM UTC-4, Charlie M. (UH & 002 owner/pilot) wrote:
> We "can" do that out of Middletown, NY or Wurtsboro, NY.
> For me (looking for last Diamond from Middletown, NY.......K06N), we can tow to Wurtsboro ridge, if ridge is working, yes....... high speed pass low (did it for my go.d climb on a crappy day in October....several tries beforehand....).
> Then ridge fly up, big air intake, dive around the knob before Ellenville, find a thermal, get into the wave.
>
> I have been in the wave in a C-150 on glider freq. told gliders I knew they were there, I would stay out of the way.
> When I did my gold climb, it was a fluke, Chip Beardon (JB) was up as well. It looked doable, Hank (the real UH now) said, load a barograph, go for it.
> I got my climb.
> I still want a diamond climb from Middletown, NY. Then I can have all SSA badges from one site ("A" through 3 diamonds).
> Hank (UH) did the same but diamond climb, then again, he was part of the "mass 1000K" at Newcastle a few decades ago.
>
> So yes, it can be done, it just adds to the level.
> Frankly, doing a diamond climb in the NE US is tough. Some tougher than others.
>
> BTW, my badges were done by the log, photo proof (killed my 1st diamond distance) or Replogle barograph.

Hey Charlie,

If you would like some materials to help in pursuit of your Diamond Climb in the Catskills, send me a note at usnightlysoaring at gmail.com and I'll send it your way.

All the best,
Daniel

[[email protected]]

On Monday, 15 October 2018 15:30:05 UTC-4, Michael Opitz wrote:
> At 17:26 15 October 2018, Dave Nadler wrote:
> >On Monday, October 15, 2018 at 11:39:04 AM UTC-4, Roy B.
> wrote:
> >> Mike's post brings back some good old memories.
> >
> >Yup, brings back some good memories:
> >https://en.wikipedia.org/wiki/White_Mountain_Airport_(New_Ham
> pshire)
> >Became a shopping mall 25 years ago now.
> >
> >> ...If you could figure out how to jump from the little ridge, to the
> >> Mt. Kearsarge ridge, to the secondary wave and then to the
> primary wave
> >> - then you were qualified to be in that big wave.
> >
> >I recall it took quite a few steps from the ridge to the primary. Lots
> of
> >fun!
> >I also remember that early tows to the primary had gone,
> >shall we say, not so well...
> >
> >See ya, Dave
> >
>
> YO,
>
> Yes, the early tows were an adventure. We learned a lot on the first
> day - 8 Oct 1966. It was a great wave day, and the only cloud in
> the sky was a single lennie over Mt Washington. All of us early ones
> got to tow right through the Moat range rotor because we didn't
> realize what it was at first. 23 miles of just getting kicked around
> and barely being able to hang on. I released at 4,200 MSL (2k Ft
> above Pinkham Notch, and 2K Ft below the mountain top) because
> Alan MacNichol and his L-19 were in a 45 degree left bank (with full
> opposite control inputs) while I was in a 45 degree right bank (with
> full opposite control inputs on the 1-26). My 45 degree banked turn
> to the right continued (while holding full left controls) for about 270
> degrees of turn until I came to a West heading into the wind. When
> I got to look at the vario, it was pegged at over 1500 fpm up. It spit
> me right up into the primary wave. At that time, the (now) Class A
> airspace did not start until FL240, so that's as high as I went that
> day. I still had 300 Ft/min climb when I broke it off, but this was the
> first day of the expedition, so we had no wave window worked out
> with ATC in advance. I had my Diamond gain with almost 20K Ft in
> the bag, so I went back to give another club member a chance too.
> After I landed, another club member showed up with his Ka.6CR and
> got a tow around noon. He went to the same place I did, but
> released in heavy rotor sink, tried to set up for a landing in the
> Wildcat ski area parking lot, but was thrown into the trees by a rotor
> gust on short final. He went down through the trees, the glider
> splintered, but he was able to walk away with just a bump on the
> chin. We got that news by maybe 2 PM. Alan immediately
> determined that all subsequent tows would be to 7K Ft in the wave
> over the mountaintop (still leaving room for a diamond gain up to
> FL240) and out of the rotor ASAP. I was dispatched to help get the
> wreck out of the woods. Mt Washington and surrounding area
> provided a very steep learning curve for all of us that day, especially
> for me being a 15 year old kid who had just completed his Silver C.
> I have to give Alan and my father credit for trusting in my abilities to
> let me go in that environment. It certainly had my full attention.
>
> RO


I was lucky enough to enjoy a fantastic wave flight from North Conway in Bob Gairn's H-301 in the early 80's. It was a beautiful area, with many great and friendly pilots. Any chance someone is writing a history of the soaring in this area? Many of you have some great stories which would be enjoyable reading for a lot of us....

[RR]

There is a short history on the website from the dedication as a national landmark of soaring.

http://mtwashingtonsoaring.org/

>Any chance someone is writing a history of the soaring in this area? Many of you have some great stories which would be enjoyable reading for a lot of us....