On Saturday we
finished the drive up from Atlanta. As we got closer to the exit the
anticipation was building, especially as we got out from underneath
the stratus clouds. The mountains are just beautiful. Luckily trailering
the gliders up highway 55 with the steep hills ending in 15mph winding
curves was not to be the only excitement.
The first tow took me above the valley and through the gap. It looked
like a classic blue thermal day. I thermalled up to 6500MSL and was
happy to play in the hills. I started to wander south down between a
couple of the ridges. Curiously finding occasional lift up to 7800MSL
and little sink - hey wait, I am flying over the valley parallel to
the ridges in lift & 0 sink and the wind is perpendicular to the ridge...
must have stumbled across some kind of wave lift on the first flight
here!
I feel "untouchable" and easily wander 18nm south to territory that
is even less familiar. I felt like this would go on for many more miles,
but there are no airports down this way. So I head back north and just
as soon as I do the mountains exact their revenge for my bravery. Solid
sink all the way back home. The carpet was pulled out from under my
feet. It took a close pass to a ridgetop to find the ridge lift that
got me home.
By 8 am, Sunday has already started out completely different; there
is a broken cloud deck and several other gliders in the area hanging
out under the deck trying to get through the holes. Getting there was
a challenge. The general consensus from the pilots was that Sunday's
rotor tow was one of their most memorable, quite a wild ride. It was
a fight to climb in rough lift only to hit the bottom of the clouds,
descend and try a new spot. I aborted more than one attempt to get through
the blue. Then the lift got smooth and I just made it through a "gate"
before it closed in behind me. Tim was only 2-300' below but got left
behind.
I caught the magic carpet and could get used to this. 1-3knots steady
lift, suddenly all the hecticness is left behind, there is just one
other glider up here (Kolie). The view is the amazing thing, it looks
like you are standing in the biggest snowy field ever. Blue above and
white below for infinity.
We kept eyeing the few blue holes below, hoping to not get stuck on
top. Cloud base was at 6800MSL, which seems far away as we are steadily
climbing 2-3 knots. At 11,400 my glance down through the holes in the
cloud deck inspires little confidence, as it seems to be closing in.
Out come the spoilers, 60 knot is not as satisfying as 80knots. Right
before reaching the top of the deck the hole becomes just a shallow
white area. I circle above the clouds, call my position on the radio,
and descend the last few seconds through the white. Some experiences
in life do not need to be repeated, once is twice too many.
Mondays are often rough, especially when you spend a couple hours in
rotor. Chuck's email asked "so have you flown in any rotor?", a better
question would be "have you found a way out of rotor?" Paying your dues
to the wave system tires you out quickly. Tuesday was a quick shoot-down:
a 4800' tow resulted in a 28 minute flight! While Mike gets his diamond,
it seems like I was flying with my spoilers open. I felt pretty down,
the wave was working but I couldn't contact it. This is all part of
the chase.
After being beaten down by rotor flights I'm ready for more than a
moment of Sunday's brief elevator ride. To bed early and set the alarm
for 5:00am, (hey, it is a long seven minute ride to the airport!). Tim
and I are the first ones on "the grid". The tug is off the ground by
7:30am, Shane then returns for Tim. Just West of the ridge we see the
needle climb faster than a Supercub can be credited for. Pull the release,
turn right, dive to notch the barograph (5480MSL), finish the right
turn and point the nose straight into the wind. Flaps in the +6°, trim
set, 44knots airspeed, 0.9 knots groundspeed. Hover in this position
for 1 hour 40 minutes, the 3-5 knots lift tapers off until the climb
stops at 22,506'. I have hardly veered from looking west the
whole time. The world looks like a topographic map. Unlike Sunday, the
nearest cloud is a thin lennie near 30,000'. The air is silky smooth
AND going up. It inspires a lot of confidence in your fiberglass contraption
when you can trim it, release the controls, and let it fly itself. It
is amazing how minute your control inputs can be. This mechanism is
so capable of balance and poise, it makes you wonder why anyone would
ever fly it in turbulent air. At 42 knots with the vents closed an eerie
silence and peacefulness prevails. Do I even need to mention anything
about grins?
I had "pressured" Tim into joining me on this trip, convinced him to
spend a week of vacation, purchase a new oxygen system and drag a trailer
halfway up the East Coast. A bit of radio chatter confirms that Tim
found an area of better lift at the top, he outclimbed me, stopping
himself 100' below the 23,000' wave window limit. Suddenly any
feelings of guilt are washed away. We did it, Diamond Altitude with
hundreds of meters to spare!
Back down below 18,000' Tim and I wander up and down the area, one
excursion West over the plateau confirms that there is an equal mass
of sinking air. After hours of taking it easy bouncing up and down the
wave, I feel like exploring. At home we rarely get above 6,000' and
I usually wait until I am at my highpoint before getting an itch to
go on a cross-country adventure. But now I'm 8,000' BELOW my high point.
14,500 at the gap, I make a radio call but no one wants to join me on
a downwind dash. So be it, to Sky Bryce alone, 25nm downwind with 20nm
upwind back to Grant County airport.
I flew 45nm without circling once, just a pure glide following the MacCready
ring each time I passed through the several downwind waves. Flying fast
to get through the occasional heavy sink with a 35knot tailwind gives
moments of 140knot groundspeed. There was a predictable cycle of lift
and sink about every 5nm. Soon after crossing the Virginia state line
at Sky Bryce it was another up-cycle, I turned North to gain some Altitude
and minimize the cross wind on the trip home. At 10,500MSL I wag my
wings at a passing commuter jet, and am ready to test the 20nm upwind
leg with 30+ knots headwind. 5,000' later I'm back home in West Virginia
with about 4000' AGL. The groundspeed now only 34knots instead of the
96knot average on the downwind ride.
Well it has been a fantastic flight, there is plenty of lift and I could
keep going for a couple of hours, but my data logger will be out of
memory before long, which puts my badge claim at risk. So I have to
be content with (only!) 8 hours and 12 minutes. Vacation is easy
to enjoy when you realize that you have defied gravity longer than a
workday. I nearly emptied my O2 tank with 1:20 above 18,000' and 5:12
over 12,500'.
The highlight of the next flight is seeing Tim launch just after sunrise
and climb well over the clouds. Most of my 2 hours is spent between
cloud base and cloud top (5500-7000'). Looking West with the sun this
low you can often spot your own shadow on a cloud. I could never climb
above the broken deck, but had a front row seat watching the regular
and rotor clouds boil and bubble as they built and dissipated.
We had several dinners with other pilots with lots of stories. (Of
course the 1-26ers keep you humble, guys like Ron Schwartz say they
won't claim any diamond altitude in WV, since he plans to finish all
his diamonds in NJ in his 1-26). A big thank you goes out to our great
hosts. Especially since Fred's father kept us fed at the FBO every time
we turned around. Skyline Soaring club members did a great job, after
a week of great memories it felt like we were leaving several friends
behind.
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