Stanton, MN to Austin, MN, May 14, 2000 I dressed for church, and really planned to attend. Then I checked the sounding data; the temptation was too great. I'd been reading "Badge Soaring, the Silver Badge," by Bob Wander, but hadn't really come to grips with all the administrative details. What the heck; I can't earn a badge from the house and it's a great day to fly even if the paperwork doesn't meet muster. It was late -- 9:00 AM before I left the garage. I arrived SYN at 11:20, put name on the list, checked weather, and made notes on possible silver distance destinations. I contemplated an out and back, but decided I didn't fully understand the procedure and didn't have a camera with me. Chris and Bev were available for a retrieve. Other friends among the membership assured me they would retrieve me if Chris and Bev weren't available. Friends like that make MSC a great organization. I let the plan ferment while I helped others assemble; then I assembled the SGS 1-35C. The wind was forecast to be very strong (up to 40 kt at 12,000') and I wasn't sure what that would do to the lift. It was certain that north- westerly progress would be slow! By launch time, 14:05, the plan was to bag the silver altitude gain, proceed to Northfield, and select a silver distance goal after assessing conditions to that point. I had gathered info on several possibilities before launch and have considerable prior navigation and flight experience in airplanes. I'm very comfortable with making decisions while in flight. During tow, I evaluated the lift. Because it puzzled me, I didn't release until I felt I had a handle on it, which took me to 3,500' MSL (2600' AGL). That eliminated good ol' Dodge Center for silver distance. Oh, well! Bag the altitude gain first, as planned. 7,500' MSL at Cannon Falls cinched that. Sure took a while to reach SYN enroute to Northfield. However, by that time I was working the lift easily and beginning to build speed. At Northfield, the decision was GO. Faribault, Owatana, and Dodge Center are easy stepping stones from there with all that wind. See how it goes and select a destination when a good one appears! If it's silver, that's a bonus! Northfield to Faribault was faster. Turn toward Owatana and confirm streeting. Now the SGS begins to move over the ground! Visibility was great. Dodge Center airport was easily recognizable from Faribault. Austin was easily visible from near Owatana. Austin is 48 nm from SYN, so it qualifies for silver distance even from the 3,500' release. From Owatana, stop bothering to thermal; just stay in the street and porpoise a bit. Altitude kept increasing, finally reaching about 8,500 MSL without really trying. I spoke to Tom Rent, who had completed his silver distance and was on the ground at Dodge Center, and told him my planned destination. ASOS at AUM broadcast disturbing wind info: 290 degrees and gusting to 27 kt. Austin has only one runway: 18-36. No problems exploring the options with all that altitude and lift. Options included short areas on the airport in addition to the runway and several nearby tilled fields. Obstacles are visible in the off-runway areas. I don't have info on the distance between those runway lights. Why doesn't the A/F Directory include that? At altitude, a grassy area east of the North half of the runway looked OK and the available distance between obstacles was more than adequate. I'll stay away from the lights, and the SGS usually tips away from the wind and swerves toward the down wing, which would be away from the lights. Looks like a plan; time to execute! The sideways slope of the grassy area appeared more pronounced from on final. I haven't landed on that much side slope since Piper Cub flights into Silver Lake, MN back in the 60s! To make it worse, it sloped away from the wind, which would require lowering a wing toward the high side of the landing surface. Let's reconsider, while there is still altitude with which to move back to the runway. Done! I'll land on the runway. Piece of cake! Side slip for touchdown on the center line and use brakes to stop promptly, before any swerve can carry the glider to the lights. It never swerved at all! Only problem is that I could have landed closer to the parking area had I planned to use the runway in the first place. However, the 1-35 is a lot easier to pull than a glass two-place. I'm going to carry a little tow rope in the future, to provide easier directional control by towing from the tow hook. Cell phones are great for contacting the crew, and Bruce Budahn, President, Pilot, Instructor, Goodwrench, and Line Boy for Austin Aeroflight chatted about aviation while I waited. Bev and Chris wanted to know all about the flight. I couldn't think of anything very exciting. I'd made many decisions, but hadn't used much adrenaline. I felt cheated; no war stories from this one! That's how all flights should end. Regards, Red Haines