ACKNOWLEDGMENT: Alby's Voyage is promoted by the Pacific Soaring Council(PASCO), and encouraged by the Soaring Society of America (SSA). PASCO represents about 400 glider pilots of Northern California and Nevada. The SSA represents about 12,000 U.S. glider pilots. Like Alby, both organizations foster and encourage all forms of soaring.



Alby's Progress

Map Legend

___ Successful Legs

___ Attempts

___ Proposed legs



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latest news


9/14/2015 - Alby arrives at First Flight, Kitty Hawk, NC!

Heartfelt congratulations to Alby pilot Eric Lambert, who found reliable lift on a blue day to get Alby safely to Kitty Hawk, for a well-deserved rest. Eric's notes on the flight are found in more detail below.

Briefly, he said, "I will return to First Flight in the morning and plan to meet with Karen Warlitner, the Executive Director of the First Flight Foundation, for a photo-op. We would like to have a photo of Alby next to the Wright Flyer. On Thursday and through the weekend, we hope to take advantage of this spell of good weather to fly Alby north."


8/31/2015 - Alby flew Sunday from Chesapeake, VA to Currituck , NC with Albypilot Eric Lambert on his motorized Grob 103.


Eric said that he found clouds to 5,000’ and lift up to 4 knots. He got low (1,700’) at the Academia facility (U.S. Training Center) but got back up to 4,000’ and then to Currituck. He said it was not difficult – sure I believe it, when the conditions are good! The flight of 25 miles required only two thermals, but it was one of the very few days that there were clouds and workable lift and no adverse winds. Clouds and lift disappeared soon after the landing.


He had enough altitude to make an excursion over the water for about one mile before landing in Currituck. With this flight then Alby has reached the Ocean, accomplishing his mission to fly the US from the Pacific to the Atlantic. Yeaahh!


Eric wants to spend four days of the long Labor Day weekend trying to fly with Alby the 33 miles from Currituck to First Flight Airport, a place that is so historically important for all aviators. Not an easy thing to do since near the coast the weather is not favorable to soaring in general, and in this case in particular the glider has to fly for several miles directly above water.


It is not an impossible thing if the weather allows, and there are actually days that the flight could be tried and it would be successful. However since the season is declining, and given the rarity of favorable atmospheric conditions to make a soaring flight, if it is not possible to find lift then the last climb may be done under power.

7/31/2015 - Today seems a flyable day with decent lift, mild winds, cloud bases around 5,000' extending to 5:00 PM. So there are flyable days in summer, contrary to what we were told. Eric is in England visiting his aging mother, a good reason to go there. Will be back next week. Hopefully we can find a good day soon.

6/30/2015 - It was a workable day today, with bases up to almost 6,000', mild winds and decent lift. Unfortunately Eric was busy at Garner A/P, where he is a member. A storm beat up their place last Sunday, flooding the field and the hangar, making wet all objects that were laying on the pavement. It will take a few days to fix it all. There is always something....

TALES OF THE FLIGHTS


Alby flight No. 38 pin No. 20 - Rand Baldwin 6/30/2012

Rand Baldwin successfully flew with Alby in his LS-8 from Moontown Airport (just east of Huntsville) to LaGrange on Saturday, June 30. Congratulations to Rand!

Georgia on My Mind

By Rand Baldwin “NN”

My planning for the 21st leg of Alby’s journey began after my soaring buddy (and SoaringCafe.com partner) Bill Elliott trailered his JS1 Revelation to Sylacauga on June 23rd and received custody of Alby from Eric Hey. Bill made sure Alby was comfortably tucked away in his JS1 and then soared to our home base at Moontown Airport (3M5) near Huntsville, Alabama. Bill and I are both long-time members of the Huntsville Soaring Club, which has operated from Moontown since 1985.

Bill suggested that I consider flying the next leg on the following Saturday, June 30th. The synoptic forecast looked OK, although the weekend would be a scorcher. Max forecast ground temperatures for Saturday and Sunday were 107F! Temps that high are extremely rare in the Southeast, especially in June. The soaring forecast, however, was extraordinary. XC Skies predicted thermal heights at 7,000 to 9,000 feet and climb rates of 5 to 7 knots. It has been very dry in the South this spring, so it would be blue around Huntsville with perhaps some cu near my destination at Georgia’s LaGrange-Callaway Airport, southeast of Atlanta and home to the Southern Eagles Soaring (SES) club.

On Friday, the night before my flight, Tim McGowin (2EZ), a long-time soaring buddy and SES member, called to tell me that my friends and SES members Mary Jo and Wally Berry (WB) had graciously offered to put me up for the night if I made it to LaGrange. I’ve known Mary Jo and Wally for two decades, but hadn’t seen them for a couple of years, so I was tempted to take them up on their offer.  
Flight Plan: Moonville to LaGrange

LaGrange is 143 miles from Moontown by air, so it’s not a particularly challenging cross country flight on a decent day. My only concern was the terrain along the latter half of the route. Much of the area along the Alabama-Georgia border and toward LaGrange is hilly and heavily forested. Although there are small airports every 20 to 25 miles near a direct course between Moontown and LaGrange, landable fields are few and far between. If the forecast panned out, of course, I should easily be able to hop from one airport to another. Landing out would be far down my list of concerns. Nevertheless, with the terrain in mind, I chose the following route: Moontown – Guntersville – Albertville – Gadsden – McMinn – Anniston – Ashland – Roanoke – LaGrange: 153 miles.



As expected, Saturday morning dawned hot, hazy, and blue. High pressure, which in the absence of the extreme temperatures would normally suppress convection, dominated the area, causing visibility to suffer.

A couple of days before, I had contacted a fellow HSC pilot, John Mittel, whose ASW-27 is undergoing repair, to find out if he could crew for me. John kindly agreed to retrieve me, which was a major commitment, since a round trip by car between Moontown and LaGrange is an eight to nine hour road trip.

We wanted to assemble the glider early, so John and I met Bill at a Waffle House for breakfast. Bill was on his way to Tullahoma, Tennessee to fly his JS1 with Dick Butler, who would be flying his brand new Concordia.

After breakfast, John and I drove to Moontown and stopped at the HSC trailer hangar, where my LS8 spends most of its down time. We were joined by former HSC instructor Don Gamble and HSC tow pilot (and Grob Astir owner) Doug Morris. While checking the trailer lights, Don pointed out that I had no left turn signal and that one taillight was brighter than the other.

Fortunately, Doug tackled the trailer lighting problem with a vengeance and managed to successfully troubleshoot the issue and fix it (Thanks, Doug!). Unfortunately, we lost about an hour of time, so we had to assemble after the ground temps were well into the 90s. Finally, the ship was ready to launch and scurried around making sure the last few items were in the cockpit. By that time, I had decided that I would either stay with Mary Jo and Wally or try to get a tow at LaGrange if I landed early enough and there was time to make the return trip. So John was off the hook.

I launched at about 1:00 PM CDT and soon found a 2 knotter that took me to ~ 5,200’ AGL. The sky was blue as far as I could see (~15 miles), but by 1:20 I was high enough to get started, so I pushed the nose down and headed southeast toward Guntersville.


Guntersville Airport and Lake Guntersville
A few miles down course, I ran into the first decent thermal of the day. I averaged 3.3 knots and climbed to 6,800’ AGL. I was relieved to get that high because Lake Guntersville, which is a large bulge in the Tennessee River, lay a few miles ahead. I had crossed Lake Guntersville and the river many times and usually experienced much weaker or non-existent lift in an area extending to 5 or 10 miles on either side of the lake. Sure enough, as I approached Guntersville, the air became ominously smooth. I slowed to ~65 knots and hoped that by the time I reached Albertville, about 10 miles east of Guntersville, I would run into a thermal.

I glided for about 20 minutes and lost 4,000’. I flew over the edge of the town of Albertville and felt a few bumps, but nothing worth circling in, so I turned toward the airport, hoping the runway or a nearby construction site would trigger lift.

Albertville Airport from on high
I flew over the runway from north to south, getting down to 1,600’ AGL before the vario came to life. I rolled into a right turn and held my breath. It started off slowly, but the climb rate increased and in a few minutes I was at 6,500’. Even better, there were cus ahead! On the way to Gadsden, I circled under a couple of nice cus and worked my way up to 8,300’. Cloudbase was still above me. The forecast was right on!






First Cumulus







Short of Gadsden, I headed straight for McMinn Airport, working a couple of clouds along the way. The clouds proliferated and grew in size as I flew further south, so the rest of the flight was pretty much a cakewalk. My concerns about terrain evaporated. Who cares about the ground when you’re at 8,000’?

On final glide eight miles from LaGrange over the lake














The rest of the flight was high and fast. At 3:23, 47 miles from LaGrange, I started a 30-minute final glide. Except for one circle, I flew straight to LaGrange and arrived over the airport at 3:56 CT.

Before landing, I called Tim McGowin, who was preparing his glider for its annual inspection at the SES hangar. The hangar is on the west side of a beautiful wide grass landing area, which lies between runway 3/33 and a taxiway near the hangar. On final, I saw Tim waiting for me. As I rolled to a stop, he ran out and caught my wing. 
Rand at LaGrange
First things first: As soon as I stepped out of the glider, I retrieved Alby from his perch behind my seat, and turned him over to Tim, who will shepherd Alby to his next stop at Chilhowee Gliderport in Tennessee.
 
Rand (R) presents Alby to Tim McGowin (L)
After Tim helped me move the glider off the runway, I relaxed in the hangar, made a few phone calls, and enjoyed the air conditioned comfort of the pilots’ lounge. Later, we shuffled gliders around and made room for my LS8’s overnight sojourn in the hangar.

 

Epilogue:

Tim gave me a ride to Wally and Mary Jo’s home near Auburn, Alabama, where Wally is a professor of agriculture and a specialist in poultry science. The Berrys had recently built a new house in a wooded area outside of the city, so I was treated to a tour of their beautiful new home. They did much of the interior work themselves and it is truly a work of art!


Rand, Mary Jo, and Wally . . . and the dogs

We had dinner at a nearby restaurant and stayed up late catching up on the years since we’d seen each other. The next morning, I enjoyed a wonderful breakfast, courtesy of Mary Jo, who also packed a cooler with lunch and dirinks for a morning at the airport. Back at LaGrange, Wally assembled his Libelle H-301 and we conferred with Chris Ruf, Tim, and Dieter about the weather and their tasks for the day, which was forecast to be another good soaring day.


Chris, Rand, Tim, and Wally under Tim’s wing awaiting tows at LaGrange
We began launching around 1:00 PM. About 20 minutes after I release, I found a strong thermal under a large cu near the airport. Tim and Wally were higher but in the same thermal, and waited for me to climb up. I intended to fly back to Moontown and they decided to join me for a while, so the three of us headed NW toward Roanoke with Chris Ruf a few miles behind. 
Tim McGowin in 2EZ




Wally’s H-301 Libelle















The cus were clearly overdeveloping even before we left LaGrange, but the lift was great. When I passed Ashland/Lineville, the others wisely decided to rurn around and head back to LaGrange before the sky blew up.



For me, the flight all the way to McMinn was high and fast, but after turning toward Gadsden, I ran under blow-off from a storm to the north that had dissipated. It was shadowing the area ahead, but I had plenty of altitude to make it to the turn, so I wasn’t too concerned. Mother Nature, however, had other plans. I was soon running through interminable sink. My netto was indicating a constant 3 to 4 knots down, and the altimeter was winding down at an alarming rate. This continued unabated for several miles, until I became concerned that I might not make Gadsden Airport. There are few places to land on a direct route to the airport, so I deviated to a private strip, Golden Pond, about 10 miles south of Gadsden, hoping to find something going up around there.

The sink finally abated, but by that time, I was ~1,500’ above Golden Pond and the shadow from the high altitude blow-off had apparently killed the lift. The dying cumin must also have dumped cool air, which caused the large scale sink. I was stunned at the dramatic turn of events, but I had to accept my fate. Gear down, spoilers out, land. . .

Golden Pond turned out to be a nice wide, grassy strip with no surprises. As soon as I collected myself, got out of the cockpit, and surveyed the strip, I called Doug Morris, who was waiting for my arrival at Moontown and requested an aero retrieve. Doug fired up the Pawnee and was there within an hour.

On Golden Pond
We took a few pictures, pushed the ship back, hooked up, and took off. The tow back took about 45 minutes in relatively smooth air. The clouds had all but disappeared and we ran into only three or four bumps along the way. The day had definitely died.

After passing Guntersville, I released from the Pawnee and raced the 25 or so miles back to Moontown at ~90 knots. When I landed, club members John Mittel, Randy Stout,and Stu Venters were there to greet me and help me disassemble my bird. As I was getting out of the glider, Randy handed me a beer, which I gulped down immediately.

I am honored to have participated in Alby’s voyage. It was great fun and I enjoyed a wonderful weekend of soaring in outstanding weather and seeing old friends. Thanks Alby!
Alby in the News

The flight of the Albatross across our Country caught the attention and the fantasy of a newsmaker, Adam Breen, who published a well written and inspired article in Hollister's "The Pinnacle" newspaper: www.pinnaclenews.com/news/contentview.asp?c=255106

Alby's Story

Alby is a Laysan Albatross. He was born and raised in the Midway Islands, not far from the very same Laysan Island that gives names to all the individuals of his species. His parents fed him for six months. They alternated trips of one or two weeks, during which one of them was feeding and the other was protecting Alby and the nest. The long intervals were necessary because often the food was very far away, up to 400 or 600 miles away. They fed him until he became as big as them, and then suddenly deserted him. They did that because they instinctively knew that he was developed enough to take care of himself from then on. And they could not spend all their energies in raising a chick. Although they can live 40 to 60 years, they can only raise a chick every couple of years.

The young albatross did not know all the tricks of life at sea, and the first year he had difficulties at times. One half of the fledglings do not make it through the first season, but Alby did, and everything was much easier after that. He went out on the open ocean and did not come back for years, not touching land at all, living off the bounty of the ocean, sleeping on it, learning to travel using the wind forcing the air up against the moving ridges formed by the waves.

Alby came back to his native island when he was three years old, because his biological clock was giving him the urge to look for a mate. His tentative dances with prospective mates were as clumsy as those of the other young albatrosses around him. Naturally nothing happened, but he experienced and practiced the ways of the elders.

He is 4 years old now. He has wandered the ocean all this time. He has gone through the vast expanses of water finding food, freedom, and safety. He has gone to the north Pacific and flown around the Aleutian Islands and the Gulf of Alaska and the fiords of British Columbia. Next year he will try again to go back to his birthplace to search for a mate, and probably will find one.

Albatrosses are at home in the open ocean, keeping at least 30 miles offshore. But Alby is different. He is curious about the land, just as curious as a young soul can be. In his voyages near the northern seashores he watched eagles fishing for salmons. That was not his preferred food, but he looked with interest at this different method of fishing. He communicated with the eagles, answering their whistles with his screeches.

He is fascinated by the land, but unable to penetrate it - he is used to mastering the wind over the waves, and the different way of flying inland is unfamiliar to him. He asked Eagle about the extent of the land, and Eagle said that there is land up to the summit of those far away mountains to the east, and more.

One day he met Pelican, and while they were floating and chatting over the gentle waves of a mild afternoon he learned that Pelican had actually been inland while flying with his flock. He had flown across the fertile valley of California, and over the magnificent mountains of the Sierra Nevada and farther more to the northeast. Alby learned that inside the land, beyond those far away mountains, there is a great lake, and peaks with snow, and forests and valleys, and towns and people.

Pelican described the beauty of the land, which is called America, according to what he heard when people talked about it. Being a sociable character, when he was inside the land Pelican also had contacted other big birds and knew a good deal about what lay farther inside that large country.

Pelican learned from the other birds that there are large deserts and arid mountains in the interior highlands. There are very few people in those deserts, few roads, few machines. Nature is mostly untouched by man there, with many animals running free. The air is not disturbed by artificial smells and mechanical noises. It takes many days of overflying this natural environment before reaching the majestic mountains of the Continental Divide. Here the land is green again with large forests. Snow may remain up to late summer, the rocks are harsh and austere.

From there one can overfly the vast farmlands that gradually decrease in elevation until they make room for the mighty rivers that cut the America land in two. Pelican had also contacted seagulls that told him about more land to cross going east, with plenty of houses and towns and people. There are cities sporting very high buildings that tower up toward the sky. There are rivers and lakes where an aquatic bird can feed. He heard tales from vultures and hawks that there is another long range of lower mountains and beyond that, couple of days away as the crow flies, there is ocean again.

Alby would like to go inland, see the beauty of the country, but he is not fit to go there. He does not know how to master the thermals the way eagles, pelicans and other birds with big wings travel there. He is made for the ocean.

Still he would like to go and try to cross this enormous island that he cannot cross, and get to the sea on the other side.

One day he flies along the shore, and sees some very big wings flying along the cliffs of the big town called San Francisco, as he understands people call this place.

Approaching those big wings, he realizes that there are people hanging on them. He discovers then that people cannot fly on their own, but have created artificial wings that support them. He knows what they are doing; he knows how to fly along the cliffs. He knows that, ‘cause such was the very kind of flight he took when he left his nest for the first time.

Soon those cliffs become a favorite place for Alby. He flies there often and so close to the flying people that learns many of the words they speak. He listens and learns that there are even bigger and faster flying machines with long wings for the people that like to fly like birds, which are called gliders or sailplanes. And there are flying crafts with propelling engines, capable of transporting many people at high speed. He understands now what are those enormously high flying machines that cross the ocean, so high that he barely can hear their sound through the whistle of the wind.

The flying people are impressed by the unusual behavior of this albatross, which so often flies with them instead of flying far away in the ocean like others members of the same species. They imagine that Alby wants to travel ashore, but does not trust doing it by himself.

The soaring people offer to take Alby inland, and to show him the beauty of the countryside. They offer to take him aboard their flying machines and let him cross this big island in silent winged crafts, no noises, no vibrations, no offending gas smells.

Alby accepts the invitation. He wants to see the mountains, the valleys, the lakes, the deserts and the forests, and the towns and the towers, and the roads and the bridges and the rivers of this beautiful land called America. He realizes that it is not possible for him to travel here alone, without the help of the flying people.

So the soaring people take Alby in their silent aircrafts across that vast territory. They understand. Because they themselves share the curiosity, the need for adventure, the thirst for knowledge of that young spirit. They share the independence that flying gives, the endless autonomous decisions that need to be taken in this constantly moving environment. They know the far-reaching view that this privileged position allows. But most of all, they share the elation of infinite freedom by being immersed in the sky, floating, suspended in the brilliance of this transparent ocean. Those are the reasons why they aimed for the skies, and now they cannot live any more without the magic of flight.

They take Alby with them, in the togetherness that unites all aviators. Alby’s great voyage has just begun.


Rules

ORGANIZATION OF THE VOYAGE

This website is recording the flights of Alby, his whereabouts and his flight log. The webmaster of the site is the Albymaster. All news and inquiries about Alby will be handled by this site.

Alby wishes to soar across America. He wishes to see it all, from the Pacific Ocean to the Atlantic, and then resume his wandering life across the seas.

Alby flies only in aircraft that use the energy contained in the atmosphere as a means for traveling. Motorgliders can use their engine only for taking off.

A proposal to fly with Alby shall be sent to the Albymaster. A proposal shall include a pre-declaration of the proposed flight.

Preference will be given, in order, to the site that is closer to Alby’s current location, to the first proponent in order of time, to soaring clubs or associations, to groups of pilots, or to an individual pilot. This means, for example, that an individual pilot has to wait for the soaring club to fail its attempt, before making its own attempt.

A club or pilot that has proposed to fly with Alby and has been accepted by the Albymaster, will be called the Albypilot. When a proposal is accepted, the flight should be made before the end of the next Friday.

If no other Albypilots have made the flight on their assigned week, the hosting club or pilot will have the right to make the flight before the end of the next Friday. If the host did not propose or is not able to make the flight, the next Albypilot shall make the flight before the end of the next Friday. And so on.

RULES FOR THE FLIGHT

Gliders can be towed to an altitude not exceeding 3,000’above take-off. Motorgliders will shut off their engine before that altitude is reached. The release or engine shut-off point shall be west of the take off field.

Each landing point will be to the east of the take-off point. If difficulties arise, an occasional back leg may happen, when accepted by the Albymaster.

The flight should end in a soaring site, or a place from where a glider can be towed out. If the flight does not end in the pre-declared location, the Albypilot or a pilot of the same club still have to the end of the next Friday to try and complete the flight as declared. If the pre-declared location still is not reached, Alby must be taken back where it started (not necessarily by flying).

Both the current host of Alby and the new host shall communicate the outcome of the flight to the Albymaster.

If the flight cannot be made before the end of the next Friday by the first Albypilot, it is the responsibility of the first Albypilot to give notice of the inability to make the flight, with timely courtesy, to the Albymaster, to the host, and to the second proponent in line.

The Albypilot who flies with Alby is responsible for keeping good care of him. When the Albypilot represents a soaring club or association, the representative of the club or association will be responsible for the well being of Alby.

The above rules may be superseded by the Albymaster when atypical circumstances arise.

Order of Preferences:

1 - The club that is closer to Alby’s current location
2 - The club that proposes first in order of time
3 - Clubs, soaring associations, soaring centers
4 - Group of pilots
5 - Individual pilots

ACCESSORY RULES

When start altitude, release to the west, landing to the east are difficult because of special local conditions, an exception may be requested to the Albymaster.

When an Albypilot cannot make the flight in the week he/she has been assigned, another Albypilot can make the flight provided he/she has been accepted by the Albymaster.

LOGBOOK, LAPEL PINS, SPOT DEVICE, GPS TRACE

LOGBOOK - Alby travels with a logbook. The Albypilot will fill out the log entry and sign it. The flight data will be e-mailed to the Albymaster and an entry will be placed in the website logbook. A description of the flight and pictures may also be sent along with the flight data, to be posted in the website. Enter all flights, successfull or not.

LAPEL PINS - The Alby case contains lapel pins. The pilot(s) successfully accomplishing a flight will get one pin each. The lapel pins are numbered. Check in the log book for the last pin number and take the subsequently numbered pin(s). If the flight is not successfull, place a bar in the last column (Pin No.). Please guard carefully the pins, we do not want them to misteriously disappear.

SPOT DEVICE - The SPOT device is to be placed in the glider in a place where there is sufficient visual contact with the outside (inside a shirt pocket is OK). It is to be used during the flight and placed in Alby's case when not flying. Instructions for use are in the case.

GPS TRACE - Pilots are encouraged to send their GPS log no matter how successfull the flight, as it will be posted in the map (flying with Alby is already a great success, to be recorded and displayed). Alternatively, it can be downloaded to OLC.

DISCLAIMER

Pilots who participate in Alby’s voyage acknowledge that it is a voluntary effort, and that the timing, route selection, weather decisions, and all other aspects of the flight are the sole responsibility of the pilot in command of the aircraft in which Alby is transported. The Organizers of Alby’s voyage, retain all rights to the concept, images, logbook, Alby trophy, and eventual chronicle of the journey, but neither they nor volunteers involved in the project nor the Pacific Soaring Council (PASCO) nor the Soaring Society of America (SSA) are in any way responsible for the decisions of the pilots that carry Alby in their aircraft. When pilots propose to carry Alby on part of his journey, they warrant that they have sufficient experience and will exercise all due caution to ensure the safety of their flights. By allowing pilots to carry Alby, the Organizers of the Alby project are merely keeping track of and attempting to facilitate the continued progress of Alby’s voyage.

WAIVER AND ASSUMPTION OF LIABILITY

Please accept me as a participant in the Alby voyage. In consideration of acceptance of this entry, for myself, my heirs, executors, administrators, personal representatives, successors or assigns I hereby release and discharge the Organizers, The Pacific Soaring Council (PASCO) THE SOARING SOCIETY OF AMERICA, INC., and their agents, representatives, employees, successors or assigns from any and all claims for damages or injuries suffered by me or by any member of my crew during the aforementioned soaring venture.

I further agree to assume full responsibility for and to indemnify, defend and hold the aforementioned entities and persons harmless from any and all legal obligations for damages to personal property owned by, or injuries suffered by, any spectator or contestant or personnel of the aforementioned entities, or by any other person or entity, which may be caused directly or indirectly by my participation in the venture. I further certify that I have read, understand, and agree to abide by the rules and regulations of the aforementioned endeavor.

I fully understand and agree that I am waiving any claim for damages that I may suffer by virtue of any act of negligence arising in the future by any act or omission of any of the aforementioned entities or persons or their agents, representatives or employees, and that the consideration for this waiver is the permission by the sponsoring or presenting bodies of the aforementioned venture allowing me to participate in the said venture and that such permission is being granted me in the reliance upon this waiver as set forth in this entry form.



Logbook


Tracking the flights with SPOT


Tracking the flights with SPOT



Where in the world is Alby?



Scroll below to follow Alby flying in real time. For more detailed information on the flight go to our Spot satellite tracking page.



Position updates are broadcast in real time every 10 minutes, although occasionally there may be delays. If Alby is not flying at this time, the trace shows Alby's most recent flight. Traces are left posted for the duration of one week only. However, the flight can be seen on OLC.