A Daunting Task

In this article we go south with a detailed report of a flight made in unusual meteorological conditions.

We tow out in fairly stiff southwesterly winds with unusually heavy turbulence, releasing at 2,000 AGL over Roxbury Gap with hopes of catching our often present house thermal. Departure time was 11:35. The high sky is blue and clear of cirrus with only a few short lived cumulus visible. No joy at the Gap, but Scragg produces enough weak lift to reach 4,000 feet. Here to our surprise the air goes smooth, that typical characteristic of wave, with about 2 to 3 knots on the vario.

Upon reaching 7,000 feet, Mark Evans in 3S reports 6 knot wave over RT 100 near the Sugarbush Access road (Point A: sectional map 146kb). Dropping the nose we speed through the sink between secondary and primary wave peaks to a position just in front of a broken line of clouds holding stationary over where Mark had reported. As expected, the primary lift is stronger than the secondary and soon the altimeter is showing 11,000.

Looking down at the cloud shadows coming over the ridge we are astonished to find their travel in a direction from the northwest. Could this be, we ask? A 90 degree wind shear between low and high levels? Raouf Ismael in IZ confirms that southwest wind is still prevailing at Scragg where he too is climbing in secondary wave. Well, this explains the relatively low cloud bases of 4,000 - 5,000 where the thermals are getting chopped up in the transition of wind vector from about 230 to 320 degrees. No doubt this shear is also responsible for much of the turbulence.

Well, next question, what to do with all this altitude? "Romeo Charlie to Three Sierra (who is now close by). Heading south to test the lift." "OK," was the response. "Keep me posted RC!" So off we go looking hard for possible telltale signs of wave in the formations of widely scattered cum below.

The ride all the way down to Pico and Killington (Point B) is mostly in sink with a brief respite in weak wave at Hancock. The expectation of the East Ridge producing lift generated by the lower level strong southwesterly flow is comforting as a possible retreat in case of continuous heavy sink. But altitude loss turns out to be moderate and we engage wave downwind of Killington at about 8,500 feet climbing easily to 12,000.

On the radio comes Bob Messner in Eight Uniform. Ever mindful of flight safety, Bob suggests notifying Burlington control of the presence of many gliders up to 10,000 feet directly in the BTV approach path from the Southeast. Punch in 121.6, we hear approach control acknowledge our presence and ask for notification above 10,000.

Coming in way below is another white bird silhouetted distinctly against the dark green unlandable terrain. A radio call confirms the presence of 3S at 6,000 feet searching for the wave. An attempt to provide entry location clues results in a response from Mark that our transmission is breaking up. We had neglected to recharge an aged battery pack tired from the previous day flight. Best shut down the radio and conserve power for instrument function.

Decision time again. While still in communication with the fleet, Gulf Victor (George Vakkur) had reported his position as North Adams, Massachusetts. Although conditions do not look that good to the south, we have 12,000 feet with both Bennington and North Adams airports on the route. Unfortunately we are unable to get lift conditions from George, but why not give it a try anyway? Go for it! No sign of Mark at this point. Could he have missed the wave and headed for the safety of Rutland Airport? Not a bad decision in the absence of lift.

Miles are going by effortlessly in this downhill slide; but sink, sink, sink! East of Mt. Equinox (Point C) we are down to 7,000. Then down to 5,000 cloud base just north of Bennington with only very weak far spaced thermals. No ridge lift apparent, only ruffled leaves on the southwesterly facing slopes. Should we go on and failing an early lift source, land at Bennington, a few miles distance from the ridge? Should we turn for home facing a possible land out in uncertain fields between Bennington and Manchester? We forge ahead south.

Climbing to about 4,000 south of Bennington (Point D) inspires temporary courage to go on since the goal is only 10 miles distant. About 3 miles short of North Adams, however, the chronometer reads 2:25 PM and the sky ahead looks very blue indeed. With trouble reaching above 3,500 and contemplation of a probable two and one half hour return (if we can make it at all), we reluctantly take the 180 and head north realizing that a daunting task lays ahead.

What’s this? Lo and behold, we have a thermalling sailplane ahead. It’s Gulf Victor above. George heads north as we continue to massage the thermal. Working the southwesterly facing slopes on the high ground to the east of the Route 7 valley, we stumble along managing to make slow progress, never reaching above 3,500 ft but always remaining within reach of the valley fields to the west. We get as low as 2,000 at Manchester (Point E) where the fields receive first class inspection.

Recovering from this, we lose sight of Gulf Victor but continue on our way still struggling to stay out of the clutches of the valley floor. As usual, the Rutland area provides no relief. The familiar rock slide on the east side of the valley south of the airport, now shadowed from sun and wind, is not a possibility. An attempt at the rock quarry in the valley central does not produce. Limping past Rutland Airport (Point F) at 2,000 ft, we are surprised to see an air show in progress. Could be a problem if we have to land here without radio. And what is that white sailplane on the grass at runway 31? Could it be Three Sierra?

We work the low hills to the east and north of RUT for what seems an eternity. Finally, just north of Route 4 (Point G), a user friendly thermal lifts us slowly to 4,000 feet. Again decision time, and this one as before may make the difference between successful return to 0B7 or land out. Presence of considerable cum to the north towards Middlebury along the west facing slopes east of Route 7 are tempting. We’ve had successful returns up this West Ridge before. The mountainous terrain towards Chittendon Reservoir with only occasional cum is, from this altitude, intimidating. What shall it be?

With a low level southwesterly tailwind and with warm air driving off the sunny late afternoon southwesterly facing slopes, we set course for Rochester hoping to be blessed with the anticipated ridge lift on the East Ridge back to Sugarbush. Our escape if things do not work out is a valley beginning just short of the highest terrain, running down hill southeast to Stockbridge. This funnel provides a clear shot free of obstructions to fields now out of sight waiting to welcome any hapless pilot. Sure helps to have intimate knowledge of local geography. Off we go working the difficult broken lift from a level below the highest peaks, soon climbing above and clear of obstacles between us and Rochester.

Once downwind of these high mountains, we encounter the expected heavy sink all the way to the East Ridge (Point H) coming in at about 2,500 feet. Wow! Look at those leaves boiling in the intense southwesterly air flow. If this ridge working, or what? 90, 100, 110 knots. Have to stay well above the ridge in tolerable turbulence to save pilot’s crown and Romeo Charlie’s canopy. Tighten shoulder straps and go, go, go. No more concern about a safe return to good old Sugarbush.

With radio back on monitoring 123.0, we roll out from 22 into the trailer tie down area. It is 4:35, five hours after take off. Luck being on our side, we make it in conditions not exactly ideal for a North Adams task. Sure was a learning experience!

And what now comes across the airways but calls from both a Decathlon and sailplane. Three Sierra asking for runway advisory. Mark had hitched a tow behind Parker’s Decathlon flown by Don Majercik on his way back from participating in the Rutland Airshow. It was 3S on the ground at RUT. After radio inquiries regarding the possibility of landing during the show, he was approved for landing after responding affirmatively to the question of an emergency. Although still high enough for continued attempts to locate some lift, he grabbed this fleeting opportunity.

And what of ‘ol’ George in Gulf Victor? As Mark helps put RC in the box for the day, a trailer rumbles out of the line with the markings GV. Destination - Middlebury. But for that last course decision, there could have been Romeo Charles!