RIDGE SOARING THE BALD EAGLE RIDGE

COPYRIGHT @ 1981 by Thomas Knauff This book, or parts there0f, must not be reproduced in any manner without written permission.

TIP ED by SUSAN 'SPEEDY FINGERS' FISHER

198'.3 Edition

PREFACE

PART I

(Williamsport to Cumberland)

1.

MY 1000 KM FLIGHT BY GEORGE VAKKUR

1

2.

DESCRIP TION OF THE BALD EAGLE RIDGE

8

3

THE WIND AND THE RIDGE

17

4.

METEOROLOGY

21

5·

RIDGE SOARING

29

6.

RIDGE SOARING METHODS

30

7·

RULES OF RIDGE FLYING

43

8.

MOODS OF RIDGE

48

9.

DOES THE RIDGE LIFT EVER QUIT?

49

10.

RIDGE THERMALS

54

II.

WAVE SOARING

57

12.

PREPARATION

61

13·

YOU

63

14·

ACCIDENTS

64

15·

FAr BADGES

67 PART II

16.

LONG FLIGHTS

79

17·

SPEED TRIANGLES

88

18.

GREAT CIRCLE DISTANCES

91

19·

STATUTE MILE REFERENCE POINTS

93

20.

1000 KM ARC FROM RIDGE SOARING GLIDERPORT

96

21.

800 SM ARC FROM RIDGE SOARING GLIDERPORT

97

22.

900 SM ARC FROM RIDGE SOARING GLIDERPORT

98

23·

1000 SM ARC FROM RIDGE SOARING GLIDERPORT

99

24·

SELECTED DISTANCES FROM RIDGE SOARING GLIDERPORT

100

25·

THE LEGEND OF SENECA ROCKS

101

26.

SAMPLE DECLARATION

PREFACE RIDGE SOARING THE BALD EAGLE RIDGE My first booklet, "Ridge Soaring the Alleghenys' Bald Eagle Ridge", was written in 1974 to answer the many questions I received about our ridge.

At

that time, a handful of glider pilots had flown this ridge with spectacular results.

The first book was written from the standpoint of all out, record

type, flying. In 1975 Ridge Soaring Gliderport was organized at Julian, Pa., and more glider pilots came to fly the ridge.

It became apparent that the concept of

high speed low level flying, which is often necessary for record attempts by the experts, had been accepted as "The Way" to soar this ridge.

A more

traditional style of ridge flying had to be explained to these early pilots. Many pilots stayed away, deeming ridge flying as being too dangerous.

It was

apparent that a new book was needed. This book therefore explains the different ridge soaring techniques that everyone might use and should show how safe and easy it is.

So regardless if

you just want a place to fly that you can be assured of just staying aloft or trying for your silver or diamond legs, or is you are a serious contender for a worlds record: "The Way" is shown in this new book. Without a doubt, the most helpful part of this book are the detailed maps that have been drawn by George Vakkur.

My deepest gratitude goes out to

this man for his untold hours of research and drawings.

Every mention to

distances or coordinates are the work of George, as well as most of the photographs. The reader will find it helpful to refer to Detroit and Cincinnati sectional maps as he reads this book.

A special ridge map is also available

for $3.00 from Ridge Soaring Gliderport, RD, Julian, PA. $1.00 for postage.

16844.

Please add

The following account is reprinted here with permission of the writer to depict what a normal 1000 km flight might be like for the average pilot. George also adds some useful suggestions at the end of his article.

MY 1000 KM FLIGHT

By George Vakkur

I had been waiting for a cold front for a week, Philipsburg Flight Service at 04:00 EST on Good Friday

and when I called (April 1,

1911),

the winds were promised to be ideal all the way down to Knoxville from 300 0 and 35 knots, at 6000 feet.

I got my crew out of bed, hurried

to the field at Ridge Soaring Gliderport, started to put my Astir CS together,

called Tom and Doris,

to Bluefield, Va.. off

and declared a 1000 km out-and-return

With the usual delays it was 01:00 EST before I took

I could have been airborne an hour and half earlier.

was cool,

but the sunshine bright and visibility unlimited,

contrast to some previous flights in cold wet cautiously at 10 to 80 knots.

snowshowers~

The morning in sharp I ran rather

The thermals were already 5 knots or better,

and at Altoona I had no problems in reachillg 4000 feet for a safe crossing.

The run to Bedford was fast,

and again I had to stop for

only 10 minutes before being able to cross. I slowed down,

and transitioned into thermals.

while climbing,

I was able to run at 110 knots, However,

a few times,

I drifted downwind,'

from Haystack Mountain towards Knobly Mountain,

I left the thermal on course,

feet.

Before reaching Cumberland

and as

I contacted wave at about 5000 feet. while climbing,

between 6000 and 1000

after hitting quite unexpected and very severe turbulence

I slowed down a shade.

The wave clouds looked as usual in

1

2

those parts ridge;

like ragged cumuli,

lined up just above and in front of the

they are of course generated by geological features further upwind.

Bill Holbrook

s~s

20,000 feet,

usually occurs near upwind of Petersburg,

slow to climb.

that the highest point of this wave,

sometimes over but I did not

You can fly just above the upwind edge of those clouds,

'flying the clouds' as you would fly the ridge. cannot see the ridge, quite unfamiliar.

From this position you

but only the more upwind features, This can be unsettling,

which can be

unless you realise that

the wave alw~s stays on course (so they sayl).

I became complacent, and

was taken by suprise when I saw Mountain Grove slip under the wing at 10:00 EST

my 'great circle speed' had so far been 65 knots.

same time I fumbled and lost the wave.

At the

I should probably have continued

straight on to Lick Mountain at Covington,

but I turned downwind towards

Warm Springs Mountain instead.

nothing looked familiar.

Suddenly,

I must have miscounted the ridges;

I thought that I could not possibly

have reached Warm Springs Mountain yet, and the next...

I was lost,

were 10 knots to 8000 feet,

went to the next downwind ridge,

and dO"Wlmind.

By that time the thermals

mainly dry but with occasional small curnulio

I decided to thermal and ridgesoar SW,

parallel to the 'lost ridge',

until I would pick up highway US64 to Covington. US64 was not yet constructed that far,

I did not know that

but from the top of one thermal

I glimpsed what could only be Ingallis Airport, carrier on top of the Warm Springs Mountain.

sitting like an aircraft I .tao 17 miles downwind,

but I regained the ridge without much difficulty at 11:)2 EST lost an hour and half! Knob at Covington,

I had

I needed two attempts to get to windward of Dig

but then it was an easy upwind transition to the lower

2

3

Lick Mountain,

and then along the ridge to my turnpoint,

Fincastle Country Club. at about 90 knots,

Most of this part of the ridge was flown slowly,

which put me 1000 to 2000 feet above the ridge crest Ordinary glider

the pounding lower down was just too uncomfortable. harness is not really adequate for fast ridgerunning shoulderrests,

-I intend to build

against which I can jam myself by extending my legs;

a foam-rubber hat would also be helpfUl.

Along the whole course there

perhaps five miles long,

was only one short stretch,

have excellent landingfields constantly in view. Bluefield,

which was

where I did not

This was 12 miles before

where the ridge makes a short turn into wind

(Jesses Knob).

All that I had to do there was to slow down to zero ring speed, gaining another one or two thousand feet.

thereby

It is true that in a

1-26

I would have been more apprehensive! To my suprise there were no problems on the way back. cautiously,

I flew quite

at first thinking only of reducing the retrieve-distance

but this tirnp I payed close attention to pilotage! I took a strong thermal off Lick Mountain, reach Warm Springs Mountain downwind, Mountain Grove,

At Covington

and flew so that I could a.lways

while edging crosswind towards

and taking any thermals over 10 knots on the way.

Soon it seemed probable that I could reach Mountain Grove direct, I did.

Well before Seneca Rock I transitioned into thermals,

stayed high until well past Cumberland.

o

to +3

at CUmberland it fell to _10 0 C,

0

anu

C,

externally,

So far the outside

but as I climbed to 7000 feet

I dropped my 220 Ibs of water

because I was not using any antifreeze. water had frozen,

and

At Cumbprland I used the same

'edffing across the wind' tactic as at Covington. temperature had been from -3

and

Later I found that some of this

to the bottom of the fflider,

all the

4

way back to the rudder. to Tussey

~iountain,

At Bedford I had to decide whether to turn downwind

thus avoiding both gaps,

that I would achieve 1000 km dogleg distance,

and making reasonably certain or whether to press on on

the ridge for a 1000 km out-and-return distance, Australian records. climbing, so on, gap)

which would break four

For about fifteen minutes I played -with 5 knot thermals,

being carried downwind,

flying upwind to the ridge again,

until I gained enough height to fly directly upwind for a few miles.

I did that several times,

thermal in the extreme upwind position,

(not into the

until I hit a strong

climbed for all that I was worth,

and from this good tactical position was able to cross safely.

While

crossing I would resolutely ignore all but very strong thermals tlfO turns in inadequate lift while drifting dowmnnd, will look desparate...

I repeated this technique at Altoona gap,

I flew as carefully as I could,

with the sun already behind the ridges.

and half hours.

After crossing

so as not to blow it in the last leg,

in the end I had to speed up in order to be down before dark. 18:30 EST,

one or

and sUddenly things

There were still plentiful 5 knot thermals.

at 18:00 EST.

and

I had flown very conservatively,

but

I landed at

It had taken eleven and safetyways there had

been not one single anxious moment.

Easy? October,

Perhaps.

1974.

However,

I had prepared for this flight since

I had written to Tom Knauff,

to fly off Karl Striedieck's field

and he had arranged for me

for which I will be forever grateful.

It was immediately obvious to me that this type of flying was a quite new departure in soaring.

Also,

althoueh it could be extraordinarily enjoyable,

it would require some new skills and habits.

Since then I have been quite

4

5

obsessed with the ridge,

spending all my available time on it

on the ground,

taking aerial photos,

I added it up,

and it came to 100 soaring hours and 2500 miles on the ridge,

before this flight.

drawing maps,

travelling

The last flight just grew out of this,

itself just a warmup of bigger things to corne! some of my thoughts,

and of course soaring

and I hope is

I would .like to pass on

from the vantage-point of a lOlrlime pilot,

who

m~

be closer to some of the problems than the experts.

A word about safety.

Some harrowing,

and I think misleading

descriptions of ridge flights have appeared in Soaring magazine. that this type of flying is different.

You must not come here with the

intention of breaking the World Record with your first flight. book,

Allow yourself some time. and soar locally with him.

difficult stretches,

(or the fifth)

Read and memorize Tom's Take the invaluable .300 and 500

km indoctrination flights in a pOl'Terplane

landmarks,

Tom will point out the

landingfields,

and all the thines that

you need to know to stop you from breaking your glider. of this type of flying,

It is true

listen to other pilots,

Get the 'feel'

prepare your maps,

then do some local 300 and 500 km flights yourself.

Such shakedown

flights are flown only in good visibility, in strong safe lift, with good landing fields always in sight.

An

all-out record flight may of

course be made in much different conditions ridges,

close to the trees in heavy turbulence,

visibility,

crossing the gaps blind

such conditions,

cloudbase barely off the at times with neglible

but you will not be flying in

at least not from Tom's field!

5

6 Safety also depends on the ship that you fly.

It has to haTe a

rpasonable lift over drag - this means that for the same conditions you will bp flying higher

(or faster,

which energy-wise is the same thing),

that you can penetrate to a field miles away,

and that should the ~hings

collapse, you will have just a little bit longer to collect your wits. A 1-26 is all right for 300 km flights, and on very good days for 500 km flights - but for long flights, leave it for experts! In caSe you do make some errors, the ship has to be easy to fly and to The rough air speed should be high to lessen your anxieties.

land.

It is nice to be able to land with ballast, freeze.

I bought my Astir CS,

to be able to save the anti­

sight unseen,

fulfilled all those requirements,

because it obviously

and I have not been dissapointed.

(It also has a very roomy cockpit,

and it seems to be oompetitive,

those points were irrelevant to me;

because of its huge wingarea,

wings are a trifle heavy,

but the

but I consider this a minimal irritation,

especially as it is the large wing which makes it such a safe ship, and which allows it to outclimb anything in sight.)

Once I have mastered

the ridge I might transition into an all-out open ship,

but in the meanwhile

I feel that I can fly more adventurously with the Astir.

A word about maps.

If you are serious about the ridge,

a set of 1:250,000 topographical maps. Cumberland, :Md.,

Pittsburg, Pa., Bluefield, W.Va.,

Get also,

free,

Indexes to

71-

1

Charlottsville, Va.,

Winston-Salem, N.C.,

from Map Distribution,

USGS,

(Williamsport, Pa.,

first get Harrisburg, Pa.,

Roanoke, Va.,

Johnson City, Tenn.

1200 South Eads

St.,

Arlington,

Index to National TopOGraphical Maps,

2.00 each, Va. 22202.

1:250,000,

and

Topographical Maps of Pa., Md., W.Va., Va., Tenn.)

6

1

Using the indexes,

1t' maps

order

areas of special interest.

Mark,

(1.25 each) of turnpoints, glue together,

and of any

and cut up one Detroit

and two Cincinnati sectionals.

A car trip along the length of the ridge is quite useful. is only 180 road-miles away.

Seneca Rock

It is 610 miles to the South end of the ridge,

taking about 16 hours driving in secondary roads.

In most small airports

along the way you can rent a plane with a pilot,

and see the ridge locally.

\

The

Bald~Eagle

Ridge is a 450 mile long series of mountains beginning at

Williamsport,Pennsylvania and gently'S' curving its way to near Knoxville,

Tennesee.

It is the western most ridge in the Allegheny mountains and lies

just east of the Allegheny plateau.

The Alleghenies were formed eons ago by the collision of two continental plates pressing against each other, wrinkling the earths surface.

These

mountains are among the oldest on earth and have eroded down to a mear shadow of their former greatness. were 48,000 feet high!

Geologists tell us that at one time these mountains

The present time finds these same mountains to be about

2,000 feet above sea level on their northern and southern limits and a maximum height of 4,500 feet in the central regions.

8

,I" \

. L
.... li,J"'~~"''' . (: :-"-_.~

I~e J11~c/tciTA/;";S

(..Vlll~ntr

o.{

HAySTAC.I(,r,T

f3A

le) £" f?G Ie- RI d9 e.

t?-H DfISI .,..,r '-0

~ R

~&MJtIe)' ""r

~ _/~LS)

,/

-!
i-IoPwel/ (;;:;P _~/
fI" It.

". T

.. /

/-WIIA",.

SP4.,;.,;,s..".

~ Pe. TellS ",.". r

£I1STRlVt-'AJr " ' \

> ..

;

cJes "'-T ---.f/

Jaun ~...

BL~fl..TfJIIII'J mr -........

~t:J'"

-..jj_ J

C fl,CLI!. ",,7

L 1C-1<- ,.,,7

1<"Db htr

- ?:'I:v,i)t\J­

!'-'" ew c.f1.eeJ~ ""7

~u;.!

B flC K.

I-EV~ Mr

,, I

\Sf}

CL, 1't/c.J.. -. r ~

11...

13 v F(../0 .#f!tT

/'

,eJ"

n. T

Erosion has left the mountains with smooth faces and the prevailing westerly winds create reliable lift to be used by soaring pilots in a new soaring technique called ridge running! Ridge running in its pure sense is high speed - low level cruising for long stretches.

A pilot slows only when he comes to a gap in the ridge.

This permits

average cross country speeds in excess of 100 mph on excellent days with 80 mph possible on average days. There is a myth about speeds actually flown on record days.

On the very

best of days, the turbulence can be so severe that is isn't possible to take full advantage of all of the lift and speed potential.

Even the hardiest of

pilots and ships find it uncomfortable and/or even dangerous to fly faster than 90 knots or so.

It will be helpful to have Detroit and Cincinnati sectional charts to follow along on this description of the Bald Eagle Ridge. Beginning at Williamsport, Pennsylvania the ridge lies in a nearly east 'west direction and gently bends to a more south westerly direction as it passes Lock Haven.

This section is broken by several short gaps and is

paralleled by the Susquehanna River.

Excellent landing fields are in the

agricultural valley with the exception of the area near the city of Williamsport. There is an airport at Williamsport with an operating control tower. You must contact them on the radio

(119.1) if you are under 3,000 feet above

the airport, (3529 msl), and within 5 miles.

There is a small grass air­

port near Antes Fort and of course the airport at Lock Haven where Piper Aircraft are built. From Lock Haven to Milesburg you will encounter the big dam at Howard. This area is a state park and the farmers fields have been allowed to grow with high weeds.

During the winter months the water level in the dam is

lowered so that emergency landings could be made on the shore line. 10

As we pass Howard, the ridge has a less steep slope so that a low per­ formance sailplane must be careful not to become so low that it couldn't glide out to the valley. Interstate 80 passes through a small gap and then a· short ridge, that sometimes doesn't seem to work well on same ridge days, takes us to the Milesburg gap. The Milesburg gap has been the nemisis to many pilots. towards Lock Haven there is no

proble~

Heading north

but south bound pilots must cross this

gap climbing to the higher ridge on the south side of the gap plus the additional problem of needing to fly slightly upwind because of a slight offsp-t alighment of the ridges.

A little impatience or over aggressiveness

here may find the pilot landing.

The ridge passes Ridge Soaring Gliderport and then 6 miles further Karl Striediecks Eagle Field.

Excellent landing fields are in this section.

Between Karls strip and Tyrone the ridge lowers to an uncomfortable level with fewer good landing fields.

In actua.lity there is a reasonable field every

one half mile or so but from the air it is a bit impossing your first trip.

I

try to stay at 2,100 feet msl as I pass this zone on early morning flights. A car trip down this section is a great confidence builder as you see the 'real' sizes of the several good fields. Near Port Matilda and again just before Tyrone there are a total of three small gaps that can give some anxious moments to the low performance ships in particular and even high performance ships on some days. The town of Tyrone lies at the base of the ridge and completely fills the valley for 3 miles or so. to land.

This of course means that there is llQ place

A prudent pilot will gain some height as he approaches Tyrone to

ensure safe passage past this town.

11

Just past Tyrone the ridge rises to a height of 2,300 feet and makes a slight turn towards the south.

A power line crosses the ridge and then the

ridge turns again to the south west as it approaches Altoona.

The farm fields

in the valley between Tyrone and Altoona are plentyful but some of them are on a slope.

A pilot must remember the rule to always land

~

and slope re­

gardless of wind direction. As you approach Altoona the ridge rises to 2,500 feet but it is also very flat on top.

A pilot could allow himself to become trapped at a low altitude

on top of the mountain and not be able to get to the valley.

You should stay in

front of the steeper slope if you are down low.

Altoona is a big city and fills the valley but there are a few places at the base of the ridge where landings can be made.

Since these places can

change, it's not practical to try to describe them in a book, but I cannot over emphasize the importance of a power plane tour or at the very least driving in your car to look at this area. At the very end of the ridge there is a big field that scores of sailplanes have landed in.

It belongs to Mr. Ward.

in case you are the next visitor.

You should study this field carefully

Sailplanes have been destroyed here trying

to land downhill.

12

The Altoona gap is about 4 miles across. on both sides is about 2.,500 feet msl.

The height of the mountain

South bound pilots need about :3,800 msl

before crossing if they are flying medium performance sailplanes.

Note that

the mountains are off set slightly so that a south bound sailplane has an easier time than on the return flight.

North bound pilots will encounter increased sink and a head wind as they cross the gap so will need lots of extra height before attempting a crossing. If a south bound pilot crosses the gap and arrives on the south side low do~

on the ridge he may be forced to land.

rhere is only one suitable field

at the base of the ridge and it may save a broken sailplane to know precisely where it is.

The power tour is invaluable for this purpose but you also might

make an exploratory flight in your sailplane to look at the fields in the area. Some fields have a severe slope and are unlandable.

13

The ridge to the Bedford O;ap is excellent with good fields at the ba.se so little comment is needed.

There is a power line that crosses over and an

active clay mine that you should avoid if there is no one in sight.

(They

might have cleared the area to blast!) The Bedford Gap is about 10 miles across.

The cross wind component

on ridge days increases the effective distance to as much as 15 miles.

Good

to excellent landing fields are everywhere with the exception of the area on the north side of the gap. Once across the Bedford Gap, the mountain divides into two ridges that come together again at Hyndeman.

The rear or eastern ridge is higher and faster

but there are few to no landing fields in the valley.

The lower ridge is

slower but much safer because of the availability of good fields below. Past Hyndeman the ridge is round like half

a

sewer pipe.

As you

near Cumberland you will come upon a large quarry and then a gap in the mountain where a railroad, highway and creek to through. is the dreaded Haystack Mountain.

Past this gap

Sacred Heart Hospital is on top of

Haystack Mountain. See picture on next page. Haystack Mountain is quite low and is protected by other bigger ridges up wind.

The valley below Haystack is completely filled with houses so

there is no place to land. any lift.

Very often this ridge simply does not have

In fact, the ridge up wind often propagates a wave or wave­

like action that completely washes out all lift.

....." ~

~

:1 f .,)

\)

Since the 500 kID triangular turnpoint is just at the south end of Haystack Mountain, (the intersection of route 220 and 53) a prudent, con­ servative pilot will get very high at the quarry before venturing into this dangerous area. tude

If a pilot arrives at this turnpoint at a low alti­

or at an altitude that leaves any doubt of being able to make it back

to the quarry safely, he should illy down wind to the ridge by the Cumber­ land Airport.

This ridge is seldom affected by the up wind ridges and a

pilot can ridge soar here until he gets high enough to safely return to the quarry.

There are plenty of fields at the base of this ridge.

More about the ridge in section

n.

17

THE WIND AND THE RIDGE

Pilots tend to relate ridge lift and wave formation by using the parallel of water flowing over rocks in a stream. but 'air ain't water'!

The analogy is correct, of course,

Air is thinner and compressable.

air up against a mountain, the air is squeezed:

When the wind presses

This causes the air close to

the mountain to speed up.

The wind speed in the diagram is represented by the distance between the lines.

Note the closeness and thus the increase of the wind speed as the wind

compresses the air against the mountain. Note also, that as the air presses against itself, the maximum lift zone angles away from the ridge!

18

These two factors point out two important facts about ridge soaring: 1 - The best lift is not found very far in front of the ridge. true at lower levels.

This is especially

Many pilots who fly the ridge the first time fly too

far away from the ridge and are unable to stay up.

2 - As a pilot climbs

higher, he must move farther upwind to remain in the optiumum lift zone. The next important aspect is the wind angle to the ridge. perfect wind angle is perpendicular to the ridge.

Obviously, the

You may find good ridge

lift, however, with the angle as much as 30° from perpendicular.

-

Since the ridge has bends in it, you will notice that what may be a perfect wind direction for part of the ridge may be less than ideal at another.

19

Ideal wind direction for most flights on the ridge is about 310°.

If

you have a wind direction of 280° (30 off of perfect), you are bound to find some areas that the ridge bends until it is nearly parallel to the wind and thus you will have to use other forms of lift. Sometimes when the wind is at a poor angle to a section of a ridge, you can find a Spllr or knoll that projects out and will support you, but this makes for slow going. One other form of ridge lift should be mentioned.

That is when the wind

is blowing almost parallel to the ridge, but just a little against it, and thermals are forming.

A line of lift will be found along the ridge.

What

happens is the little bit of ridge lift augments the thermals and a line of general lift is found along the ridge.

The wind is forced to blow in a hori­

zontal thermal!

?O

METEOROLOGY Conditions you look for will depend on what kind of task you set for yourself.

Local ridge flying can be done on a weak wind from a severe angle.

The slightest breeze will help trigger thermals along the ridge if you are thermal soaring. We will deal with the conditions that might lead to longer distance flights on the ridge. Wind Angle The perfect wind angle should be perpendicular to the ridge.

Since the

ridge'S' curves its way from north to south this 'perfect' wind angle will change as the ridge direction changes.

At the extreme north end and the

southern end, the ridge lies in a more east-west heading and requires a more northerly wind of 330°-340°. about 290°- 300°.

The center of the ridge requires a wind of

If we had to pick one wind direction that would suit the

whole ridge it would be about 310°. The wlnd direction you need for your flight will depend on the section of the ridge you are using.

3/~

3/~

21

WIND SPEED The minimum usable wind speed is ten knots. to twenty-five knots.

The ideal speed is fifteen

This gives you enough lift to stay well above the ridge

or to fly at fast speeds.

Below this ideal speed you will be forced to fly

at slow speeds, close to the ridge - a dangerous combination.

Above twenty-

five knots you have a more difficult time crossing the gaps because of the ,

increased effective distance covered by the crab angle, and the added turbulence is rough on the plane and pilot.

High winds also make off field landings more

of a danger; as well as the launch. STATISTICS Fortunately the winds favor this ridge much of the time.

During the

ridge season from September thru May, we will have one-third of the days as ridge days.

The month that will give us the most ridge days is January.

Ridge conditions can last for as many as eleven days in a row but usually don't last for more than two or three.

You may see a full week or more go

by with no ridge days at all but if you can spend a few days, and if you watch the weather, you will be rewarded for your patience.

Record flights have been made in every Fall, Winter, and Spring months. With the number of daylight hours required for a 1000 kilometer flight you will find September, October, and November· good months along with March, April, May, and usually the first two weeks of June good. The best thermals are found in March, April, and the first two weeks of or so of May. The best wave is usually found in NOVllml.ber and March.

December, January, February,

DAY LIGHT HOURS Thp. normal time required to complete a diamond goal flight in a 1-26 is four and one half hours.

This means that most of us can fly anytime of

the year without concerning ourselves with the amount of daylight.

World

record flights will probably never be made in January, however, because there aren't enough daylight hours to complete a long flight. some

~f

It may interest

you to note that you will gain fourteen minutes 'sun time' on a south­

erly flight from the north end of the ridge to the south end.

The sun sets

fourteen minutes earlier on the north end of the ridge. TEMPERATURES January and February are the only two cold months.

Average temperatures

will be about freezing with a few nights entering into the sub-zero temperatures. SNOW Average yearly snow fall for Central Pennsylvania is only forty-five inches.

The big snows are caused by low pressure systems running up the

Atlantic Ocean that pumps moisture inland. WEATHER FORCASTING FOR LONG FLIGHTS A flight that is going to extend for much of the ridge will require good forecasting of ideal conditions.

You will need a source of accurate,

detailed information such as that available from a FAA Flight Service Station or other meteorology stations at Colleges and Universities.

You also need

a source of general overall daily weather charts such as T.V. weather or newspaper weather maps.

2'3

One of the very best T.V. general weather programs is on the NBC 'Today' show.

Local evening weather programs can be very good.

The Public Broad­

casting Service at this time has the 'aviation weather' program that is very detailed and your local college or university may have a good weather program on T.V. By watching one of these programs you will develop a 'feel' for the weather patterns as they form and move across the USA.

You will be able to

'see a ridge day comin'. What are you looking for?

Cold fronts.

These cold fronts travel an

average of 300 miles a day and during the winter will come across the north east USA on the average of one every three days.

Cold fronts can come from

different directions but you want to see one that is going to sweep across the ridge.

Such as this one ...

24

If you are after a world record or a 1000 kilometer flight you will need to have a system that will blow the right direction and speed on both the north and south end of t h e

·dge.

r~

Th 4~ s m·ll happen best when the front is

supported by a low pressure and a high pressure such as this .••

The two pressures force the winds between them giving good winds the whole way along the ridge. When you think the weather is favoring a ridge day, you will want to get some detailed information from a meteorologist at a FSS or other source. These people can give you reasonably accurate information if they know what you are looking for.

Explain the purpose of your visit.

Tell them what

systems you need and that you will be checking back with them from time to time.

Meteorologists enjoy a challange such as this and we give them

something different to look for.

You'll get an attentive ear when you tell

them of the marvelous things you are trying to achieve using 'their' weather!

25

The meteorologist can show you detailed weather charts that shows the wind direction and velocity behind the front.

It will also show the amount

of cloud cover and the type of precipitation if any.

A sequence of charts

will show the rate and direction of movement so you may predict when the front will pass the Bald Eagle Ridge. Another map you will be interested in will be the 500 mb chart.

This

shows the upper winds associated with the jet stream at about 18,000 feet. The upper winds affect the fronts by supporting them or even stopping a fronts progress.

The wind pattern in the above chart is what you are looking for.

This

chart shows that the cold front will be helped along by the upper winds because the winds at this level are blowing on the ridge.

2b

This chart shows the upper winds blowing parallel to the Bald Eagle Ridge so that any cold front moving across the United States would be stopped an~or carried north by the upper winds.

The best you could expect from

this chart would be surface winds from the south west . •

Suppose you have watched the weather progress across the United States and you think that today was a ridge day but you don't know for sure how your weather prediction worked out?

Its a good idea to practice forecasting,

so call your local FAA Flight Service Station and ask for the winds on the surface, 3000 feet and 6000 feet at Williamsport, PA, Philipsburg, PA, Elkins, W.VA, Bluefield, W.VA, Tri Cities, Tenn, Roanoke, VA, and Knoxville, Tenn.

If the front has gone past these FSS's you will be able to tell by the

winds they are recording if your forecast was accurate or not.

The winds at

6000 feet usually are a little more northerly than the surface such as: Williamsport surface 270 0 at 8 knots (Williamsport is in a valley so the wind

27

will be directed more westerly) 3,000 feet 290 0 12 knots, 6,000 feet 300 0 15 knots.

Philipsburg is on the plateau upwind of the ridge so they don't

ha.vE" a 3000 foot wind. report.

Elkins is not manned 24 hours so they may not ha.ve a

I like the 3000 feet winds to give me a better picture of what the

winds are at the top of the ridge.

Surface winds can be distorted by local

idiosyncrasies. If you practice this weather watch you should be able to predict when a good day will be/so your drive to the gliderport will reward you with pleasant flying conditions.

28

RIDGE SOARING First you must understand that flying along this ridge is different than any other place on earth.

We have invented a whole new technique for

cross country soaring - ridge running. Ridge running is sCl'OOtimes high speed, low level flying that enables pilots to cover a lot of ground.

Follow the rules and you will discover

some of the most exhilarating flying that is possible.

Break the rules

and you will very likely break your sailplane and perhaps yourself. One suggestion that was seriously made after a tree landing retrieve was that every ridge pilot should be made to walk down from the top of the mountain with one leg tied up so it isn't usable.

This is to drive

the seriousness of a tree landing with a broken leg! would be someone who is more seriously hurt.

ho~e

Even more serious

It wouldn't be until the

next day before a search team would begin looking for you, and sailplanes have proved to be very difficult to see in an air search. You must also understand that there is a lot of myth about the type of flying that the experts do. level that has become legendary.

Seldom are flights made at the tree top Most record flights are made hundreds,

even thousands of feet above the ridge.

No experienced pilot flies above

the limits of his aircraft or himself. Remember also that the record flights and even the long 1000 &m flights are mostly done by pilots with a thousand hours or more flight experience. Perhaps a pilot shouldn't try to fly more kilometers than he has hours!

29

RIDGE SOARING METHODS

There are many ways to fly the ridge lift. to mind.

Two obvious extremes come

You might fly fast as possible and therefore low, or slow and

therefore high.

The extremes can mean as high as a thousand feet or more

above the ridge at 40 mph or as low as a few feet in front of the ridge at speeds exceeding 150 mph. The choice between these two extremes or anywhere in between is really your choice.

If you are flying a silver distance of 50 KM or even a

diamond distance of 500 KM you need not subject yourself to the dangers of high speed flight.

It is easy to average 50 mph in almost any sailplane

on a reasonable ridge day.

This means you can 'take it easy' and fly your

diamond distance in an optimum time of six hours, and using eleven hours as an average of daylight hours available/you have five hours to make it across the difficult areas. OK, lets look at ridge flying techniques more closely.

The diagram

shows the area of ridge lift that can be expected on a normal ridge day.

30

Notice that there is an area designated 'maximum lift'.

Notice that this

optimum area leans upwind a little so that you should fly further upwind as you gain altitude.

If you fly as slow as is comfortable - say 40 mph - you will find your­ self at the top of the lift zone. ridge. working.

You might be a thousand feet above the

Your altitude will vary by several hundred feet if the thermals are The lift and alternating sink will gently pick you up and let you

down as you cruise along your course.

You just might find yourself five or

six thousand feet above the ridge in a combination thermal and wave lift. More often than not, if a pilot allows his craft to be carried up on a ridge­ ther.mal day, he can fly well above normal ridge lift in this thermal-wave combination.

This is not the true wave we are familiar with but more of a

little bit of wave action that aUg@ents the thermals so they attain a greater height, and the wave action also minimizes the sink between thermals.

Jjj

r

J

f

17 J

-

31

Evidence of thermal-wave activity is usually indicated by clouds forming above and usually slightly upwind of the ridge. These clouds form a line that follows the ridge and indicates the up­ wind limit of the 'optimum lift zone'.

You should try to fly along in the

OLZ until you reach cloud base or the altitude you desire. can find the wave just upwind of this cloud.

Many times you

These clouds usually form and

disapate, sometimes forming and drifting downwind and often forming a cloud deck to the downwind of the ridge. you may see deep vertical still in a strong wind.

If the thermals are particularly strong,

development and the cloud will appear to stand This cloud is being formed by a thermal that probably

exceeds 1000 fpm and is strong enough to force its way straight up through the horizontal wind component. Using this method - 40 mph - your average ground speed will be slow but if thingogo right,ten hours later you might achieve a diamond distance flight! Chances are, however, you will find some areas where you can't maintain altitude and you will have to scratch around wasting time.

Another problem

is that several hours of flying a thousand feet or more above the ridge, you lose confidence that the ridge is working at all.

This intimidates you

and you waste time trying to stay high. The plus factor of course is that you are not overstressing the glider or yourself and you have more time to select landing fields, see obstructions, observe the course line and be more relaxed.

Everyone who flies the ridge

should fly this way the first time a cross country flight is made.

It gives

you more time to think and observe. If you fly faster, say 50

~ph,

you will find yourself closer to the

ridge - below the clouds but your ground speed wi.11 have increased.

You may want to select one of the other techniques as you pass through the lift and sink caused by thermals.

The method. I prefer is to fly at a

pretty stable airspeed that I'm comfortable with and allow the lift and sink to do with me as it likes.

If I hit strong lift, it may carry me up a

hundred feet or so and when I hit the alternate sink it takes me back down. The speed I've selected gives me an acceptable ground speed for the task I've set and I'm not going so fast that the turbulence is bothering me.

The speed

I select will vary by the task length, the ship I'm flying, the turbulence encountered, and the direction and strength of the wind. On an average ridge day a 1-26 can fly 80-90 mph down low.

Sixty (60)

mph will allow the newer pilot to fly four to five hundred feet above the ridge where it's safer.

As he gains experience, he can increase his speed,

but 60 mph will get you a long way in ten hours! Flying along at 50-60 mph well above the ridge you might want to ny through the lift and sink of thermals in the conventional manner of fast in sink, slow in lift.

This works of course, but so does flying just the opposite ­

fly fast in lift and slow in sink.

The net result - ground speed - works

out about the same using both methods.

low

33

This is a good place to mention what a great proving ground Ridge Soaring is

f~r

practicing cross country thermalling techniques.

Pilots are

able to experimpnt with inter-thermal speeds, low thermal entry altitudes, etc., all with the reassurance of the ridge lift to 'save' you should you do it wrong.

Using the ridges you might set a task of tw:o or three hundred

kilometers and race against another pilot and never worry about an off-field landing and the associated retrieve problems.

Pilots in equal ships can try

different inter-thermal speeds and measure the results.

All in all, a swell

training ground for the summer contests. LOW LEVEL I consider low level as being below 100 feet above the ridge.

Low level

on a weak day when you are forced to fly low and slow is without any doubt the most dangerous type of ridge flying.

~e

weak lift forces sailplanes to

fly in a small space near the ridge and traffic can be heavy.

Since you can't

go anywhere it doesn't make sense to fly in these conditions, unless it is a training flight or you are trying to use ther.mals and are just using the ridge lift until you find one. Wpak conditions will have been a contributing factor to accidents caused by not following thp rules and landing suddenly without being prepared, or a tree landing for whatever reason.

Beware the weak ridge lift!

stronger wind conditions of 15 lmots and up to 30 knots are what the pilots looking for records hope for. has made Bald Eagle Ridge famous.

This is the low level flying that

Speeds beyond the limits of modern

sailplanes can be obtained in the terrific lift and turbulence generated by the winds.

This is not a place for beginners.

First a micro-'ridgology' course.

One of the interesting things observed

is that the turbulence at low levels can be less severe than that at a hundred feet higher.

It seems that the air is squeezed up against the ridge and makes

it more laminar.

Higher levels allow thermals and turbulence to form causing

heavier 'G' forces.

Speeds in this lower level can be several miles an hour faster, but heavy 'G' forces are still encountered! recorded! You should

~

Eight and one half 'G's' have been

fly faster than your aircrafts rough-air redline!

Flying a sailplane here is certainly different than any flying you have done before!

The best place is slightly above and in front of the ridge. AI (J r

j --" -.­

A-­

Helle.

You turn your audio variometers off (too much noise) and fly 'attitude'

with thp ridge. If the ridge

If the ridge climbs - you slow down a bit and climb with it.

g~es

down - so do you.

kepp in the 'smo:'lther zone'.

If you hit extra lift, you speed up to

If you hit extra sink, you slow down a bit to

maintain your rp1atianshio with the ridge. simry1~

Sound simp1 p ?

Well it is; but

and easy aren't the same thing.

You must hav" fast reflexes.

You must know your sailplane.

You must

know the ridge and the fields in the valley - like the palm of your hand. Remember that you probably have

f10~

a sailplane at close to red line

very few minutes in your entire flying career.

Sure you tried it on a calm

day at high altitude 'to see what it was like', or maybe for a few minutes at a time on a final glide or a start gate but here you can do it for hours! and here you are doing it at a low level! One of the big dangers is your reflexes.

Up to now you have conditioned

yourself to pull back on the stick as your airspeed suddenly increases when you hit the lift of a thermal or a positive gust.

Do that at red line speed

in the suoer-strong gusts you p-xperience here and your wings could come off! If you give yourself time to learn all there is to know about ridge soaring, and you learn to be able to fly at these levels, there isn't any­ thing like it!

For the first time you can see yourself

races down the ridge!

~

as your shadow

To compute your ground speed at 150 mph!

Wow!

35

But, hey, lets not forget the guy at a thousand feet! warding, satisfying flights are made by these guys.

Most of the re­

One of my most memorable

flights was a 250 kilometer flight around the valley using the ridge downwind of Bald Eagle.

Six of us flew down to Altoona several hundred feet above the

ridge and sometimes several thousand feet as we turned back to the north east along Tussey Mountain on to Lock Haven and then back home!

It was a beautiful

flight - all of us chattering away on the radios pointing out things to one another!

One final thought about flying in turbulent conditions.

It is possible

to hit a bump so hard that youare bumped around the cockpit pretty forcefully. You could even be knocked unconscious. pair of socks in it for padding. to cushion the blows.

I wear a hat with a

Mike Stevenson made a foam rubber hat

Karl has a foam pad too.

PROBLEMS, PROBLEMS, PROBLEMS

New pilots overlook the nuances of the ridge.

A pilot will go roar­

ing along in what seems like reliable ridge lift and find himself on the ground (or in the trees) in what seems like a blink of an eye. The ridge lift is usually reliable when the ridge is reasonably straight.

If the ridge has a slight 'kink' in it however, you may find sink that will force a

These kinks exist at Karl Striediecks field, Tyrone

and at Hyndeman.

All are notorious sink holes! Another 'kink' looks like this:

d

lh JJ

~~

~ JJ•.I ,

y!7"';­

~L,'~'~

The above happens between Tyrone and Altoona. The last kink of course is when the ridge simply bends out of the favorable wind direction as it usually does when you pass Lock Haven.

37

7

Each of the 'kinks' becomes more serious whenever the wind is off of the perfect wind direction.

"

r

The pilot who presses too hard, tries to go too fast as he approaches these kinks will find himself with little time to react and save the flight. A conservative pilot will do much better and have a much better success ratio.

The obvious answer to these kinks is to simply slow doW!l a bit as

you approach a potential problem and gain some height before crossing.

38

The ridge between Karls and Tyrone is very low. will slow down and remain higher. 2,100 feet msl past this low area.

On record flights we like to stay at The landing fields at the base of the

ridge are fewer and generally smaller. ing skills.

A careful pilot

Some will require superior pilot­

A car trip along the route will show you that the fields aren't

all that bad and that there is a suitable field everyone-half mile or so. Fall corn crops can take some of these away. CROSSING GAP S There are two major gaps and two minor gaps of concern. is the easiest to describe so I'll cover it first. tau usually nped about 6,000 feet msl.

Bedford. Gap

To cross conservatively,

It is frequent that you can't gain

6,000 feet, so a thermal will be needed in the middle somewhere. It is important to be able to read the clouds well enough to be able to select the ideal moment to cross.

Try not to drift down wind of course line.

39

,, A ,

,~

, ,

Often there are cloudstreets or lift streets that will allow you to work up wind a ways so you can have a better angle and even a slight tail wind while crossing. (Plane

'A')

This often is the best way to cross,

for it permits a quick retreat to the ridge lift if you lose altitude on your up wind penetration.

This method is the preferred method when crossing

the Altoona Gap northbound. The Altoona Gap is only four miles across but over 50 sailplanes have failed to cross!

The problem is that the ridge on the south side

(Dunning Mountain) is offset to the east (down wind). often encountered in the middle of the gap.

Severe sink is

Pilot 'A' is north bound.

As he approaches the ridge on the north

side of the gap, he will encounter ever increasing head winds and possibly extreme sink.

Pilot 'B' has used a lift street to penetrate up wind to get

a better angle 1 and is more likely to be successful. North bound sailplanes have the added problem of the ridge at Altoona not having a very steep face.

If you come across low, you may not be able

to find a place where the wind is being deflected enough to support the sailplane.

The winds are often deflected around the end of the mountain

and no lift is to be found. South bound pilots seldom have severe difficulties as long as they are patient and gain enough altitude to cross safely. /

Four thousand feet

msl is usually sufficient to cross in a southerly direction.

North bound

pilots need much more altitude. The prime word of advise on crossing any gap is 'patience'. times takes considerable time to safely cross these gaps.

It some­

The impatient

pilot is prone to both failure and accidents. There are two small gaps at Bald Eagle.

(North of Tyrone)

These

wouldn't normally be a problem but they occur at a kink referred to earlier. Be careful as you approach these. The Milesburg Gap has been the downfall of many an expert Ridge Runner. (Me toot)

It is deceptively small but the northern side is much lower and

offset down wind.

A pilot heading toward the south encounters head winds

as he crosses and may find himself too low when he reaches the other side. TOWERS AND P OWER LINES

There are few problems with these simply because a new pilot shouldn't be that low.

There is one very dangerous tower near the gliderport but

others are easy to see. Power lines in the valley fields usually follow roads and paths and fence rows.

Very few actually cross through the middle of fields.

41

HOWARD DAM The dam at Howard has several names - Howard Dam, Sayer Dam, Blanchard Dam. It all

It is a state park and the fields surrounding the dam have grown in weeds. POWER TOUR There are many emergency fields in otherwise unlandable areas such as

Howard Dam, Tyrone, Altoona, Haystack as well as 'best choices' along the route that vary from season to season and year to year.

I cannot understate

the value of a power plane tour with an expert to show you these as well as the obstacles discussed here.

Its cheap insurance I

RULES OF RIDGE FLYING

Always

~

~ly

in front of the ridge.

At low levels this will keep you in a safe zone. you can simply turn away from the ridge a bit.

If you hit some extra sink,

If you fly directly above the

ridge at low levels, you risk landing in the trees.

You have no escape route.

Strong sink or turbulence will cause you to loose a couple of hundred feet of

altitude before you could maneuver the sailplane away from the ridge.

At

high levels this will)keep you in the optimum lift zone.

NoT He2e..

-t­

---t­

-_--J/\----- _

----/\-

Always enter the ridge lift at an angle not exceeding 45°·

2.

If you fly

into the lift at a steep angle, you may misjudge your ground speed and fly beyond the ridge into the strong sink and turbulence on the other side .

..:-:.://. ·:',I·· .:.?;:--..-.......

I J I III -. '. .. III I ' . ; . . . ." : - .. " . (( I , I '-.,

~

:

.. ;.,'.

~ ;;.' :-;;S-:;;;;;;,::-; ~

i / / (

'.

"

'.. '

".

I

I

I

, . , . . . , , , . . "..... ,." .. ' " ~ (/ ( ( ,( I I ( I I I I I

:.-,:: .-'

'-":

Always have a place picked out to land!

-

;

.. 4 > . ': • ­ I I ( I I I { I ( ( I '.'

'

•• ' ••

{f {

0:. .. ,"

I {

I

~

­

-:. •••••

I I ( I

. .:;....:..:.:.~-.~

The valley is filled with

farmers fields, but if for some reason you decide you must land you better

43

have had a place picked out!

Much of your ridge flying can be done at what

you consider as pattern altitude. you

~

If you find yourself in a position that

land you may have as little as 45 seconds before your wheel will

touch the ground! down the ridge.

Experienced pilots fly from field to field as they travel They always have a place to land!

Inexperienced pilots

should fly on days when they can maintain a safe altitude and then stay higher until they have gained experience, and know the fields. Make all turns away from the ridge.

~

This keeps you in front of the ridge.

Turning toward the ridge you run

the risk of running into it or over-flying it to the down wind and turbulence jf

the other side.

'.

~ .

I" /

_

~ .... ~ /"

..... ,,'o " .'o. ; .... /,,1,1, / /"

•

•

.

~ .. ..

~

•

I

,'~ ~ .". . . . .

'.

'.'...

~

..

..

o

~

/, • -. " . . . •.•••• " .~.' • • .• • ,r,l /,' • _ • •••• ." -. • -. • • • ' •••• . . . . ,. . . . . ,; 1/'/// / / / / / / / / ... ",' . ",. "-.: .. ". "C"'" .... ...~ .. . ....

'" /

'o

. . . . .: .

:

/

... "

_

":

When passing another sailplane, pass to your right

The sailplane with the,ridge on its right has right of way.

t4}~ft

-r-r'i'-"--",",-":,-",,,.~~-~/-'TI-~j-T"I -rl'--;~I-"7,-;--r--:,--r',"'""'ij-;'-r-;,.Ir-;f"(( ~----------------------

•

..

..

.2.:.

When

~

taking another sailplane, pass on the ridge side.

special rule for ridge flying.

This is the

The reason for this is simple, .. If you are

over taking another sailplane, you want to pass on the side that he won't turn to.

Since he will be turning away from the ridge you want to pass on

the inside of him.

This brings up a special circumstance that you must be aware of.

Suppose

you are flying along the ridge and find a good thermal that you decide to cliriP in.

Suppose also that another. sailplane is coming at you further down the

ridge that you don't see ....

You begin your turn away from the ridge as you should

t --I

-~

I ,

45

He will see you and decide you are probably making a 180° turn.

He

will assume that he will overtake on the ridge side.

,, ­ "

I-f~

I \

As you come around through 180° to 270°

.A~

--:---r---;--,.--,.----,--'i

~

(

(,

J

'\(' I

You find yourself on a collision course!

The rule of course is

kee~

your head out of the cockpit! ~

Make all 360 0 ,s well above or well in front of the ridge.

This will give

you a margin to prevent being drifted down wind of the ridge. 8.

Beware of birds.

Birds have no defense against you except to dive into

the trees where they can out maneuver you.

If you come upon one he will make

a sudden dive towards the protection of the trees.

If you come underneath a

bird he could mistakenly dive through your canopy or some vital spot on the sailplane.

Always pass above, behind, or beside a bird - never beneath!

~

No loose objects in the ship.

all objects. 10.

Turbulence can be severe,so fasten down

A camera can become a projectile that can knock you unconscious.

Carry at least minimum survival equipment. The valley is populated but you may find yourself several miles

from help. 11.

Deep snow could make a short walk impossible.

Never fly directly above or below another sailplane.

You will be in

each others blind spot and you could collide. 12. Ridge lift is best just above the crest of the ridge.

If you are ever

forced to sink below the crest of the mountain, you will not be able to climb back up.

You should abandon all attempts at ridge soaring and land!

47

THE MANY MOODS OF THE RIDGE Some days the ridge is like a lady.

These are the days when the wind is

almost laminar and the lift is velvet smooth.

Many evenings are like this as

rhe sun sinks and there are no convective currents. 10f air hundreds of feet above the ridge.

You ride a smooth cushion

Other days, the ridge is like the North

,Sea in winter, wild, tossing, and turbulent.

On these days, the turbulence can be

so rough that take-offs and landings become dangerous or impossible.

The worst

days are usually when the wind is exactly perpendicular to the ridge and blowing over 25 knots with lots of convection.

Flights have been made with winds over

50 knots, but the pilots have confessed that it really wasn't fun. days when the wind is blowing at a severe angle to the ridge. very tricky to fly.

There are

These days can be

The lift can be very good and then very bad with no warning.

The wind is sometimes diverted by the ridge so the wind runs parallel to i t and no lift is generated.

If the wind is at an angle to the ridge, you can expect

a sudden loss of lift at any time with an off-field landing necessary.

If you

are unable to remain 200 feet above the ridge at 50 knots or better, it is a marginal day.

No cross-country flights should be attempted using ridge lift,

because the wind is sure to be interrupted and you will be forced to land.

48

DOES THE RIDGE LIFT EVER QUIT? Conditions can exist that cause the ridge lift to shut off.

Pilots

report that they suddenly experience strong sink along the ridge while flying on otherwise good ridge days.

A typical report would be:

"I was flying a

couple hundred feet above the ridge at about 70 knots when I suddenly hit p~tre.mely

strong sink.

The sink continued until I was well below the ridge

top level". This unexpected strong sink has been named as the cause of many off field landings and a few accidents.

There are a couple of possible explanations.

We know that normal wave conditions abound all along the Alleghenies. The effect of the wave damping out the ridge lift has been observed and iden­ tified by experienced ridge runners like Karl Striedieck, Tom Knauff and others. We think it happens when the wave synchronizes just right and falls on the ridge as in the following diagram.

When this occurs, it usually affects a long stretch of ridge making any long ridge flights impossible.

If it is indentified early, the pilot might

be able to climb high enough to be able to penetrate upwind through the rotor into the wave and continue the flight.

The ridge often ruins any secondary

wave formations downwind of Bald Eagle Ridge.

49

Another possibility that has been suggested is what can be called the II sp l as h e

Perhaps a wave forms much like the giant surfing waves at

f~ctll.

Hawaii that IIsplashll doW'1 on the ridge causing a sudden, overpowering sink to occur~

. This too might explain the sudden pegged variometer reported by many

pilots.

~

--~--------,...--./ A third possibility could be the II r ::JII cloud ll effect noted on the lee slopes of the Rocky Mountains.

This documented theory is that a long tube

or giant ball of invisible air forms on the down slope of a mountain and rolls across the valley floor and up the next slope.

~ ~)

t'"

.f,r;

tr

,.

'-.,\ --:If

~

~.

~

".,. ........

~..(

~

~--

~"\

.;

4=.:

':If ~'11

­

Whatever happens, it isn't likely that we will ever be able to see these invisible air movements that cause the early termination of glider flights on what seems to be good days.

The air that flows across the valley is much like

an ocean or river and there are currents, eddies, swells, waves, turbulence, and surf, much like oceans and rivers.

50

SUGGESTIONS ON HOW TO FLY If the wave is surpressing the ridge lift, it will not be possible to ridge soar. working.

You can try turning around and leave the area where the wave is

Wait and try again later when maybe the wave stops or shifts off the

ridge or perhaps attempt to get high and enter the wave.

Experience shows

that long flights are often not possible because the pilot spends a lot of time trying to get to the wave only to find the wave doesn't last and he is forced back down on the ridge only to have the wave spoil the ridge lift further on again. Sudden loss of lift caused by the "splash" of the surf or roll cloud or whatever can be more disastrous.

If the pilot is flying low, either because

he wants to, or is forced to because of weak conditions or winds that are at an angle to the ridge, he may find himself in a very precarious position. Flying low leaves NO time!

The pilot must recognize the seriousness of the

situation and leave the ridge immediately to avoid being forced into the trees. SUGGESTIONS ~

Fl~r

high!

A reasonable ridge day wlll permit you to fly safely, main­

taining 500 feet or more above the ridge.

If the conditions do not permit

you to fly at this safer altitude - DON'T GO! ridge soaring. hazardous.

Restrict your flying to local

Weak conditions or winds blowing at wrong angles are the most

Cross country ridge flights should not be attempted unless the

winds are blowing between 290 0 and 330 0 and no less than 12 knots on the surface, nor in strong turbulent conditions.

If thermals exist, the

inexperienced pilot should intend to fly the task using thermals only.

/i2;.:..

Don't fly slow when low!

If you are able to maintain a safe altitude

(500') above the ridge at a slow speed .... OK - but, if you are forced to fly lower and conditions change, you must increase your airspeed to permit safe manuevering.

A reasonable minimum speed to fly at lower altitudes Would be

5l

55 mph or even higher on gusty days.

Don't fall into the trap of being too

slow to be able to escape the severe sink caused by the phenomenon we have

talked about.

~

Abandon the task early.

If you are forced to fly at a slow speed

(50 mph or less), less than 200 feet above the top of the ridge - the flight

will end soon.

Your best action will be to return to the field.

any available lift to regain your altitude.

Use all and

Do not rely on ridge lift - use

thermals and be ready to land at any moment.

~

Commit to an off field landing early ... If conditions weaken and you

can not maintain altitude m1d/or airspeed, you will most likely land out. At this point, the condition may not look serious, but is in fact! You

are in a very dangerous situation.

trees.

You are slow and you are close to the

You are slowly sinking towards a possible eddy and/or wind shear.

You may find that your speed will suddenly drop - you will desperately need 100' to regain flying speed and you will not have this altitude.

Hence,

into the trees! Many pilots do not realize that you always need to give up some altitude in order to increase speed.

To change from 40 mph to 70 mph, you need as much

as 300 feet! You must make the decision early to give up and land. can cost you a wrecked glider or even your life.

Waiting too long

It is serious business!

Crashing in the trees halfway up the mountain, can cause you to end up with serious injuries, trapped in an aircraft. You could die from exposure or injuries. record flight that is ~

w~rth

Wait for a better day.

turn around and go back. reasonable day.

It could take days to find you! There simply isn't any badge or

any damage to the aircraft or the pilot. If you are on an attempt and conditions deteriorate,

Abandon the task this day for a chance on a more

There is a lot of pressure on the pilot to try impossible

things when he only gets one chance

d·~ring

a vacation, etc.

Recognize this

pressure and don't succumb to it.

52

~

PRACTICE!

Gain lots of experience and knowledge with local flying and

short tasks before trying going on longer flights. Study the maps.

ftL:..

Fly in various conditions.

Learn how to 'read' clouds.

Take the power tour.

During the power tour, you will see the entire route

and be given suggestions.

The value of this flight cannot be overstated.

Take check rides in various conditions.

Carry survival gear.

Mental attitude plays a big role in both having and not having an accident.

One of the biggest reasons that an accident occurs is the pressure on the pilot to complete the flight.

The pilot only has a little way to go) or if he can

just get around the next bend, or "if this little bit of lift will just get a little better maybe I ca.n continue". Pushing the limits! to himself:

A pilot will be in a situation where he might say

"Oh - oh here's some sink.

I'll speed up a bit.

If this continues

I'll have to land.

No sense in turning around now, l'd just go back through

that same bad air.

My only hope is to continue.

have to land Soon.

I'll continue until I get to 1000 feet.

sink ever quit!

I can't go on forever.

1 ' 11

Damn, won't this

1 ' m at 1000 feet, maybe those rocks will be kicking off some­

thing. .. .. From here our pilot should have been concentrating on the landing but, he keeps trying.

He keeps trying until it is too late to make a proper 360 0

pattern, hurries the landing and crashes.

5:

RIDGE THERMALS

Ridge thermals are different than other kinds of thermals. more predictable.

They are

Since they mostly come from the fields in the valley, it

is pretty easy to look at the different fields and tell which ones are most likely to give off a column of rising air.

Sometimes you will see an obvious

rock slide on the side of the mountain that you know before you get to it that it will be working. The neat thing though is that the ridge tends to be the thermal prop­ agator and organizer!

The air being up lifted by the ridge helps the fields

kick off their lift and the thermal and ridge lift augment each other into a better thermal.

If you could see thermals, the ridge would look like a factory

with thermal smoke stacks evenly spaced, running its whole length.

54

Another thing you'll notice is that the strongest thermals line up with valleys upwind of the ridge.

\1

(

~I

12.1

. I

-,

sc:::

And you'll learn to watch where the sun is shining at the best angle and the wind is blowing the most direct against the ridge because this is where you'll find thermals.

Another is a cut in the ridge.

This cleft gathers the

wind giving i t a funnel effect that boosts thermals.

,

55

At ridge level, when the leaves are on the trees, you can see the 0wirl of a thermal patterned in the up-turned greenery; and in the fall the colored leaves cause the entire thermal to become multi colored visible!

You've

heard of dust devils - we have leaf devils! Thermals on the ridge can exceed the limits of your variometer.

Cloud

bases of 12,000 feet have been reached and in the summer, the tops of cunims have reached over 50,000 feet!

The strength of the thermals in ridge lift

can transcend the strength of the wind and travel straight up leaving a cumulus that virtually stands still or drifts slower than expected. You also can climb several thousand feet in a 1,000 fpm thermal, drifting downwind of the ridge a couple of miles as you climb.

The thermal can then

shut off and leave you in even stronger down, struggling to get back upwind of the ridge again.

Be especially wary of a thermal that drifts you

dow~­

wind of the ridge. Thermalling on an otherwise good ridge day is a waste of time if you are on a long distance task.

The time used to climb even in a 1,000 fpm thermal

can be better used down on the ridge cruising. Thermals in the wide gaps are of the normal variety and frequency.

LEE WAVES

This chapter should be written sometime in the future when more is known. Here is what we know now . . flights have been made to over 28,000 feet!

Entire

500 kilometer 0 & R flights have been made at 14,000 feet! The wave is initially propagated by the wind blowing down the Allegheny Plateau as it drops off into the Bald Eagle Valley, producing a giant

~ter­

fall of air that rebounds off the valley floor.

SCo()'6e Q' ~------­

I~

s

57

59

Before Ridge Soaring Gliderport came into existance in 1975, there were few wave flights made.

With nearly 70,000 flights made in the last eight years,

it's not surprising that the wave has been found in abundance.

George Vakkur

made the first Diamond climb from the gliderport during a cross country flight in 1980.

He used the wave at Seneca Rock which we think is the best wave in

the Allegheny Mountains.

The record altitude at Ridge Soaring Gliderport by

the end of 1980 is held by Bill Savory with a flight of just over 20,000 feet over Port Matilda.

The primary reason more high altitudes have not been

reached is the lack of oxygen equipped sailplanes. What has been found is a wave system that is 250 miles long!

The wave is

propagated by the Allegheny Plateau, and parallels the Ba:i.d Eagle Ridge from Williamsport to Covington. Most record distance flights now use some wave to cross the Altoona and Bedford Gaps as well as the Keyser Knobblies.

60

PREPARATION Getting ready for long ridge flights requires some planning before the big day.

You have had your check ride and you have flown locally on the ridge

on several occasions.

Now you are ready for that long flight.

Being prepared

can make or break the flight. If you are travelling a distance to the gliderport, you might have made a trip already to leave your sailplane.

You can travel faster without it and

it saves the hook up time when its time to leave home. Good ridge days often seem to materialize out of no where and you may not realize that tomorrow is going to be one of those days until you see the pleven o'clock weather on T.V.

This is when being prepared will payoff.

You should have a box with all of your equipment in it. list.

Use a check

Tape the check list on the lid of your box so you can make a quick

check of what is in it. Know

beforehand what your task is going to be.

If there is more than

one oossible flight plan, be sure to have your declaration made out for all of them.

All you should need to do is to enter the time, date, and signatures

at the gliderport.

Try to save time!

A good nights rest is most important. may rob you of precious rest.

If you leave things to do, they

If you need to drive a long way, try to find

someone to do the driving while you sleep. Cold fronts bring crystal clear air and the sun angle l·S

low, so have

a good pair of sunglasses. Be sure your seat belts don't Sll·p. tional belts to help keep

th

em secure and from being bounced around.

A foam pad on your head may be

the canopy.

Sorne people have installed addi­

necessary to absorb hard bumps against

Avoid hats that have a b utt on on top.

They hurt!

Good physical condition is a must. Get a good nights sleep. Eat a good breakfast. Try to be super organized so you don't waste time or efforts.

61

Emergency supplies.

If you should land out or have an accident, you

may be a long distance from help.

Take along some emergency survival

e~lip-

ment. Before you make any serious attempt at really long flights - make a dry run to work out the problems.

Time spent locally will payoff later.

Minimum Emergency Equipnent Whistle Sleeping bag Water Metal signal mirror Knife Aspirin Hiking shoes First aid kit Cigarette lighter Tube tent Food

62

YOU

Have you ever flown for ten hours?

You might on the ridge.

Long distance

attempts will mean you will be practically a prisoner in your sailplane. You will have to carry enough supplies with you and they must be stowed some­ place where they will be secure in turbulence.

You don't want things flying

around in the cockpit and you must be sure you can reach them.

You must be

comfortable. I suggest you sit in your sailplane for a long time and find out how to get comfortable. wear.

Cold weather means bulky clothing that you don't normally

Flying in freezing weather can be comfortable if you wear the proper

clothing.

Since you will be sitting in one position a long time you must be

careful of seams in your clothes.

A seam running along your tailbone for

instance can be especially annoying after a time. Warm weather isn't much of a problem as long as you are comfortable

...

but here are a couple of cold weather tips:

· Wear clothes that are one or two sizes too big for you.

· Wear Several layers of clothes.

· Wool is without a doubt the best cold weather material.

• If you have trouble keeping your feet warm, wear a hat!

• Anti-perspirant on your feet will help keep them dry and warm .

. Wear mittens, not gloves .

. Insulate metal rudder pedals with carpet.

·Hand warmers don't work at altitude.

-If you exert yourself before the flight by ass emblying , etc., be sure

·to change into dry socks and other clothing.

·Drink a lot of water on a cold day.

Cold weather makes you urinate more. yourself.

Take along some method to relieve

The best I've seen is the plastic bags with a sanitary pad in it

to keep it from sloshing about or leaking. your sailplane before you are on the ridge.

You should try using this in Relief tubes may freeze up and

become useless.

6.3

ACCIDENTS After several accidents that have occured, it becomes obvious that the primary cause is a sense of urgency by the pilot to complete the task.

You

may only have one week per year to fly here and you feel that you must do it this time. It's hard to get this point across but somehow you must remember that the ridge will be here for a long time.

You will get another chance another

time. Imagine the fellow who comes here with thoughts of Diamonds on a three week vacation.

He takes the power tour, flys locally several times.

Prac­

tices on a ridge day or two and slowly the time goes by until he only has a few days left and there is only going to be one more ridge day and it's not very good. take!

It is astonishing the extraordinary risks that the5e pilots

It is also not surprising to find that these same pilots are the ones

with the least amount of time.

If you fly less than 100 hours per year you

are in a very high risk catagory for this type of cross country flying.

This

doesn't mean you shouldn't fly, it only means you must exercise extreme caution and use superior, mature judgement.

NO risks should be taken.

NO

risks need to be taken. Also remember a Diamond flight or a Diamond Badge is only important to one person - you.

No one else cares.

with a Jiamond Badge any more.

You probably won't get much attention

But if you crash taking a needless risk you

will be branded for life if only in subtle ways.

Some accidents are un­

avoidable but a tree landing is never explainable or necessary.

ABC

=

Always Be Careful

64

-.,

,0

J

'" "'"'

~

u

""\ ,"

.J:'r-~

1<-/.. .

\

~

~

A

__~~"M (;;:;:~F~;::::~/< = .~~~-+~

'­

0""

.". C

".. A'..;T'CA_

".A

'0

20

30

40

t>o

"0

70

_ _ _-',_

~

L_

90

I

# ~Y c,..../

07,,~

'-' , J

~

"

~ ,,"

/

-?'t,;

6G

"-'" Q

~

""""

V

~-~OR'

<'"

",0

/

.... '

.

'.e

N

-

"'''

f

\> ,--'

.... c;'-'

~c::::;r.......o~~<::::::::::J~ -

~. ~_~ J

/

STONY R'VER

<-')

'"""-'"

RT 220

~co ~,. • & 53

'''OBLr

I

,,'"

'Zi~""Q

G~'-'''''

'L"S

__

OCt 7.,

~

.".(,;

I' ,y'...." ' l
""

*,~.."'(,;

100 NM

-------.J

I GqO J v,aklu....

Or,i ..... r by

~ti

,,~ ~~~ ~ ~v,cff ~ 'C I

l

,

Q

----

-~

~-

LOCAL FAI BADGE FLIGHTS SILVER DISTANCE Lock Haven Airport (Piper Memorial) is just far enough from Ridge Soaring Gliderport but there is an altitude penalty.

815 feet msl while Piper Memorial is 555 feet msl.

The gliderport is For this reason you

have a choice of starting at 1700 feet msl opposite the pond one mile south west of the gliderport on a rid 6e day or 2450 feet msl above Karl Striediecks field on a thermal day.

Another option is to fly beyond Lock

Haven to the airport at Jersey Shore. You may also do a declared out and return flight for Silver Distance. You only get credit for the return trip.

There are two nice out and return

Silver Distance flights - Pine creedk, Susquehanna River and return, or Kettle Reservoir (at Altoona) and return.

GOLD DISTANCE - DIAMOND GOAL T~is

is a flat triangle using the confluence of Pine Creek and the

Susquehanna River as one turn point and the crest of the ridge and route

869 as the other.

(The 28% rule only applies to speed triangles)

Pine Creek, Susquehanna River

Latitude Longitude

4r 10' 16" 77° 16' 09"

Route 869, ridge top

Latitude Longitude

40° 10' 30" 78° 29' 00"

Total distance

190.356 statute miles.

See maps on next pages for details.

67

300 KTI..OMETER TRIANGLE

GOLD DISTANCE-DIAMOND GOAL

START -

RIDGE SOARING INC.

LAT.

40°

53 '

02"

LONG.

77°

54'

27"

TURN POINT -

INTERSECTION OF Rt. #869 & RIDGE TOP

LAT.

40°

10'

Zl"

LONG.

78°

29'

01"

INTERSECTION OF PINE CREEK & SUSQUEHANNA RIVER

LAT.

41°

10'

16"

LONG.

77°

16'

09"

TURN POINT -

R.S.I.

ROUTE #869

TOTAL DISTANCE -

PINE CREEK

306.347 KILOMETERS

APPROXIMATE FLIGHT TD1E -

190.356 STATUTE MILES

4-6 HOURS

68

J ' ...... -

.

.

Note the

,,,

...

"''''71i;".J

~r

'~"

~

\ " \

70

The primary reason that pilots fail to complete this task is impatience. You must be patient expecially at the Altoona Gap. The ridge makes a distinct bend towards the east as you pass Lock Haven.

On

many days you must thermal from Lock Haven to the turn point and return. This flight should ideally be done at a high altitude primarily using thermals along the ridge. be yours.

Take it slow

~nd

cautious and this diamond can

Impatience, flying faster than you should in this new environment,

can cost you in more ways than just a flawed diamond. Remember that this flight is just a warm-up flight for longer flights. Besides achieving your goal you should also be carefully surveying the landing fields at the base of the ridge, and carefully looking at the problem areas of Tyrone, Altoona,and Howard Dam. This flight takes most novices about four and one-half hours.

If you

study the route as you go along, you will be ready for the longer 500 km flight. 300 KILOMETER OUT AND RETURN The 300 km flight can also be accomplished by flying an out and re­ turn flight to the Sacred Heart Hospital Helipad on top of Haystack Mountain near Cumberland, Maryland.

This is a much more difficult flight since you

have to cross the Bedford Gap twice. Sacred Heart Helir~d (see photo, pag p 15 )

Latitude Longitude

Total out and return distance

19,~.86

39° 39' 00 11

78° 48' 00"

statute miles

Another possibilty eliminates the need to cross the Altoona Gap but requires the pilot to fly to the extreme northern end of the ridge at Williamsport where the ridge lies in an east-west direction.

It is seldom

71

that the winds favor this section plus there is an FAA control zone around the Williamsport airport. The turn points for this 300 km triangle are the east tip of Race Track Island near the Williamsport airport and the Ward farm house at the end of the ridge at Altoona. East tip of Race Track Island (see next page)

Latitude Longitude

4P 13 ' 47"

760 54' 36"

Ward farm house (spe page /3 )

Latitude Longitude

40° 27' 40" 78° 22' 56"

Total distance

187 statute miles.

500 KILOMETER TRIANGLE This flight begins to reach distances that require faster flying. Typical flight time is six hours. of routes 220 and 53 in

The turn points are the intersection

Cresapst~,

Maryland and the east tip of Race

Track Island at Williamsport, PA. Routes 220 and 53

Latitude 39° 35' 35 11 Longitude 78° 50' 03"

East tip of Race Track Island

Latitude Longitude

Total distance - 311:617 statute miles.

4P 13' 43"

760 54' 06"

501.498 KM

The 500 km triangle requires you to cross both the Altoona Gap and the Bedford Gaps twice, the Hyndeman sink hole twice, pass over the dreaded Haystack Mountain twice, and fly from Lock Haven to Williamsport and return on a ridge that will probably be out of a favorable wind direction. I'm sure you get the picture. problems.

Sometimes it's easy.

The flight can be fraught with many

Most times it's not.

Be careful and don't ever put yourself in a dangerous situation. Remember that the Williamsport Airport has a control tower.

If you

are below 3000 feet agl you must contact the tower on 119.1 within a five mile radius of the airport.

72

•• 1

L....t '

.

.

...

~

.:.•..: .,

y

.

,,-' ~

~

~,

v~

~ ", J'-'

"'-! ...-J

::­

'G

'/,

.::­ ~

:..'

.

'

:.:

.

}

\

1

,

I II

\

\

)

\.

I

I

, I

.\

/ l2'}IJ

"II·' •

I

,

\

J:"

',)

\

1/

f

~

\.

':)

I

..

!

\

)"' I,

'\ :':. "-

: . ". r

'I

III

\"

)

!

/

, ) \ )

I

I',

\

)

\ 1"­ "n") ,) t'

\

.

),:.'.

I -

,

)

.!

/

,,

.

\

j'

\

\

'

.,1 ,

/' ,/,'

)

\I

.'

l

I,)

500 KILOMETER TRIANGLE

DIAMOND DISTANCE

START WRN

POINT -

TURN POINT -

RIDGE SOARING INC.

LAT.

40°

53'

02 11

LONG. 77°

EAST TIP RACE TRACK

ISLAND

LAT.

4P

13'

43 11

LONG.

76°

54'

06 11

US 220 - MD 53

LAT.

39°

35'

35 11

LONG.

78°

50'

03 11

1.01.· B

US 220-MD 53 ( CRESAP TOWN)

-­

~ J-2.1

TOTAL DISTANCE - 501.498 KILOMETERS

1000 KILOMETER OUT

54'

27 11

EAST TIP OF RACE TRACK ISLAND

311. 617 STAWTE MILES

&

RETURN

START RIDGE SOARING GLIDERPORT LAT 40° 53' 02 11 LONG 77° 54' 27 11 TURN POINT FINCASTLE COUNTRY CLUB LA T 37° 13' 39 11 LONG 810 16' 38 11 TOTAL DISTANCE 1000.868 KILOMETERS

621.54 STAWTE MILES

77

(,

,1"

..-'"

~~..

",f.<"

<0'

~

'1"

\" -::;::;::>

I

fl

~;'"l#tlJly

-

>: VI4IIc.;

'l-\

s..- tt-':'"

~ ~rt-::-­ ~

0

:--1 _

..,.1

vi po

'iI'

TRIP AROUND THE VALLEY

A very pleasant tour can be flown around the Nittany Valley.

Whole

gaggles of experienced and neophyte pilots have enjoyed the experience of this scenic trip. --J

W

~

:_

This is a great flight to suggest to the other pilots.

t,ocJL H"""

LONG FLIGHTS (MORE THAN 500 EM)

Just past Haystack Mountain and Cumberland, Maryland the ridge breaks up into a 20 mile low assortment of hills and knobs.

This is the dreaded KeyserKnobblies.

Record flights are made or broken by the abilities of the pilot to somehow manage to pass this area with a minimum loss of time.

Often world record attempts end

here with an off field landing or the pilot abandoning the task and returning. The best way to overfly the Knobblies is to get plenty high back at the Quarry north of Haystack Mountain, (See pages 15 & 16), and thermal across, or even better is to find and use the wave that often is generated by the Allegheny Plateau. Getting low in this area not only means you will waste precious time, but if you do have to land you might damage your ship (or worse) in the small fields. There are several good fields before you get to the town of Keyser and again several miles past Keyser. difficult to find.

There is even a small private airport that is very

There simply is no flight or record worth the risks involved

in trying to ridge soar these bumps! After you pass the Keyser Knobblies you finally reach the first of the tall mountains.

New Creek Mountain is about 3,000' msl.

are now 200 KM from Ridge Soaring Gliderport.) there is no place to land.

(See map page 9)

(You

At the foot of New Creek Mt.

If you have to land you should either return to

fields that exist but are small.

The only way you can or should continue on

in this situation is to be familiar enough with the exact position of the fields. Never blindly press on into unknown terrian.

I have made enough trips both in

sailplanes and power planes to know the fields.

Your first several trips will

be slow because you should be studying the area.

This section to Seneca Rock

has several excellent fields.

Many are hidden by a lesser ridge in the valley.

New Creek Mountain gently descends into the valley floor at Scherr and there

79

is a ten mile very low section until you reach the high ridges again. Once you are past this ten mile low area you are on a super ridge that has no major breaks in it until you pass Mountain Grove some ninety miles in the distance! The mountain begins to rise to 3,500 feet, then you come to a spectacular cleft in the mountain called Hopewell Gap.

A highway passes through this gap

from Hopewell to Petersburg. The best wave in the Alleghenies exists in this area and many world record flights are helped by the smooth lift. This section from Hopewell south is what I imagine Walt Disney would con­ struct for glider pilots.

Rugged high mountains, steep cliffs faced with white

stone, a raging stream, and hundreds of birds. spectacular in its

Similar to the Swiss Alps in beauty;

three dimensional panorama, it's hard to go fast because you

must slow down to take it all in. The ridge rises to 3,780 feet msl beside Seneca Rock. slab of stone rising some 400 feet out of the valley. turnpoint. sheer faces.

Seneca Rock is a giant

We use it as the 500 KM O&R

You will often see mountain climbers practicing their skills on its There are other large rocks that you might confuse with Seneca be­

tween Hopewell Gap and Seneca Rock. There is a minor ridge heading southwest from Seneca Rock itself that might confuse you.

This ridge ends at Cherry Grove and is very close to the plateau.

You should be on the higher ridge that is well marked on the sectional chart with altitudes of

~,300,

4,588 and 4,508.

Due west of the 4,509 mark on your sectional chart you will see an in­ dividual mountain marked 4,505 on the sectional.

This is Snow;'/ Mountain.

You

ridge soar downwind of Snowy Mt. on the ridge that is now descending to a lower altitude.

The valley around Snowy Mt. is a tricky place to land and on 80

the return tirp you will need to slow down and gain altitude to be conserv­ ative .. Snowy Mt. can generate severe turbulanceand there is a small gap.

This

combination means you need to be careful here on your return trip. As you pass the town of Blue Grass the ridge is high on your way to Mountain Grove.

(3B74', 3,949', 3,6$3')

This high elevation gives you stronger winds and

therefore faster speeds but the valley is also high so you are at a low elevation in relation to the valley. I wish I could convey to you how exciting it is to fly through this 90 mile section.

As I write this my adrenilin automatically begins to flow and I can

remember all the times I have pounded along just as fast as I could stand the turbulence in my 1-26, the two-place Lark with Rob Tawse, the ASW 19, and recently in the

Nimbus~II,

and the Grob Twin II.

The first trip was in old 001, the very first 1-26. estate of a wealthy Chicagoan.

I landed on the summer

(I thought it was a restaurant/moteL)

The owner

walked up with a double scotch in hand, Doris arrived only 20 minutes later dispite the fact that we had no radio. Distance Record for all classes.

That flight set the Pennsylvania State

The next 3 times were also in the 1-26 as I

flew past Gate City" 401+ miles to Chilhowee, VA (I thought I made Chilhowee, Tenn!») and a failed attempt at a 440 mile O&R that ended back at Bedford. Long ridge flights in the 1-26 is brutally punishing. light wing loading makes for a very rough ride.

The stiff wings and

Much longer flights than mine

will be made but no one can appreciate the magnitude of the accomplishment who hasn't tried himself. Ahh - fiberglass.

Now that's the way to go.

The new carbon fibre ships are too stiff for high speed ridge flying to suit me. Where were we?

Oh

yes, approaching Mountain Grove.

When we passed the

town of Blue Grass we passed the 300 KM point from Ridge Soaring Gliderport.

Off

to the west you might be able to see the giant radio telescopes as you pass the town of Monterey. Before you get to Mountain Grove you will pass a section southwest of Mill Gap that would make an off field landing difficult, and a project where they are building a hydro electric facility that pumps water uphill at night to a resevoir then discharges in the day to generate electricity. Mountain Grove is 220 miles from Ridge Soaring Gliderport.

This makes an

excellent O&R trip for someone who is building up to the 1,000 KM flight.

At

Mountain Grove you can look to the south and see the Covington Gap. Covington is the

la~major

obstacle to the 1,000 KM flight.

Look at the

detailed map on the next page.

The ridge south of Mountain Grove is split by a small gap.

After the gap

there is a short mountain (Bolar Mountain) where there is no place to land be­ cause of the forrest in the valley. A new lake fills the valley at the end of Bolar Mountain.

The Allegheny

plateau to the west dominates the valley. There are a few ways to navigate past the Covington area. The preferred way is to gain altitude at Mountain Grove, perhaps climb in a wave and then fly direct to Lick Mountain.

Although this is preferred, it

might not be possible. The second method is to climb at Mountain Grove, drift downwind to Coles Mountain and then either fly direct to Lick Mountain or again drift downwind to 82

33

Little Mountain and maybe even to Big Knob Mountain that rises over 4,000 feet above Covington and then penetrate upwind to Lick Mountain. The straight line course from Mountain Grove to Lick Mountain has no good landing fields.

Good fields are downwind of the course line.

There are fields

at the base of Peters Mountain but you will have to be really alert and most important, commit yourself early! Peters Mountain gently rises to 3,000 feet.

The southwest end forms a bawl

and you may have to thermal a little to climb high enough to transition down­ wind to the ridge (also Peters Mountain) that proceeds to Narrows, VA. The valley in front of Peters Mountain is very similar to the terrain be­ tween Tyrone and Altoona, PA.

The ridge is unbroken and high.

With excellent

landing fields you increase your speed and enjoy the scenery. Thp gap at Narrows, VA (pronounced Narrs by the Locals) is formed by the New River (the oldest river in North America).

It is a very wide gap, maybe two

miles, and you may need to take a thermal to cross comfortably if you have been running at low altitude. Once you cross the Narrows, the terrain at the base of the ridge turns un­ friendly with no 37 0 18',80 0 59'.

suitable fields until you reach Jesses Knob. 4057' on sectionaL)

(Approximately

From Jesses Knob past Bluefield

about

15 miles, there are no landing fields!

E3

Jesses Knob is tricky.

If the wind is blowing westerly, say 270 0

-

290 0 as

it usually is, there will be strong sink as you penetrate around the knob.

l:J ----~

...- .~- -..

'-­

I have found it easier to stop early, climb and then take a longer, less direct routp. than to try to fly upwind through the sink on a direct route.

Pe.~e.1fl A1c.. V'Pw,'" J ~

T4;~ 'P,I.1' ! fII ,.",...,eR.~ IJeAII;

e.AftJ'I

S,M#L

This bad area near Bluefield is another reason that a pilot cannot attempt a 1,000 KM O&R or longer flight on a marginal day.

because you have these additional difficult areas.

If the ridge lift

The smart pilot turns

around and goes home if conditions are not ideal. After you pass Bluefield, there are good fields all the way to the Tazwell Gap il

If you are looking for the Fincastle COWltry Club, don It confuse

the first golf course on the south edge of Bluefield with Fincastle Country Club.

to the

,...I

I

•

\,

,-.

':Cem

~

"\

,I

\

I

.. . .

.,

.. ~

'I

.

\ \

'

".

..... -. :

,.

/:...\ :.\:

\

You must be in the correct sector when you take your turn point pictures. To be in the correct sector at Fincastle, simply place the clubhouse between the tennis court and the pond. THE TAZWELL GAP

When you reach the end of the ridge (East River MOWltain) at Atzewell, and gaze across the Tazewell Gap, you can see a definite change in the terrain.

85

There aren't any flat areas.

Every field slopes.

but you better be very alert while crossing.

There are a few good fields

Always have a landing field

picked out. There are three ways to cross the Tazwell Gap.

The best way is direct.

First skip downwind from East River Mountain to Rich Mountain, then cross to Knob Mountain in the middle of the gap before crossing to Short Mountain on the other side of the gap. (. 'P.11IT ~' ) The second way is to drop downwind all the way to Clinch Mountain and then fly upwind to Short Mountain.

['P,lOT '13')

The third way is to fly upwind to the short ridge upwind of Knob Mountain, fly to the end of this ridge then transition to Short Mountain(1;),/or 'c.' ) -----~

~

niue/,ei J-.

c~~Qsrlll"4t't._T

~~~~ Zc:.;; ::; ~ c.1 ,IJe J.

WI

r

Once across the Tazwell Gap, the ridge rises to 4,572 feet, the highest point on our ridge.

Another gap and then the ridge stops again at Hansonville.

You drop downwind to the lower Clinch Mountain (3,100 feet) which is a pleasant ridge to Gate City. The ridge makes a sharp bend at Gate City so that it lies in an east-west direction.

In order for this part of the ridge to work, the winds would have to

be from 330° - 030°.

If the winds were from that direction, you wouldn't have

made it to here, so the ridge at Gate City doesn't work. landing fields at Gate City or the next 20 miles.

Also there are no

On the sectional map there is

a road that crosses Clinch Mountain just west of the intersection of the 36° 30' and 83 rd lines of longitude.

The road goes between Kyles Ford and Alumwell.

After you pass this road there are gooj landing fields.

Some of them have big

rocks in them. The downwind side is often much better for landing fields.

Clinch Mountain from Gate City to the end at Luttrell averages about 800 feet above the valley floor.

The first half (heading south) is pretty bad to awful

and the second half improves to very good.

There is even a hang glider site near

the extreme end. In most cases the wind diminishes as you head south so Clinch Mountain will be marginal.

Karl has made four flights along this section.

He flies very con­

servatively, staying as high as possible, with the intent of landing on the back side if necessary. Future flights beyond the end of the ridge into georgia will be easy providing the weather system cooperates.

At Luttrell you will fly due south to a ridge that

eventually passes Chilhowee Gliderport. Tenn. and Etowah, Tenn.

This ridge lies just east of Maryville,

ChilhoWBe Gliderport is on the south side of the Hiwassee

River, south west of Delano. Everyone will probably go to Chatsworth, GA where the last mountain is and then head south from there.

The Atlanta TCA

i~

in the way and will have to be

circumvented on the west side. Flights into Florida will be made soon.

How far flights can go depends

only on the WBather. Averaging 100 mph plus ground speed you will be at the end of the ridge before noon.

You have travelled 450 miles already.

Distance away and you have a tailwind to help.

Florida is only Diamond

With six hours of soaring time,

you need only average 60 mph ground speed to make it into Florida. Good Luck!

87

TRIANGLES The combination of. the ridge system and the weather systems gives us a possibility of some interesting flying. Satellite photos show that the same wave that is generated by the Allegheny Plateau, sometimes has many tertiary waves all the way to the Atlantic Ocean. A pilot could jump down wind or up wind (or both) and travel some distance

,.r...-J''''~

• ...--,,*.,,1 l" .,."OS

from the main Bald Eagle Ridge.

Using this theory, the pilot would fly to the first turnpoint, retrace his route, then fly down wind in the wave system to the second turnpoint, then back up wind to the ridge again, forming a letter ITI. Cloud streets also often form and the same flight path could be used .

• .- $rlter-Flit/l.,

"... ~._' .... •..1,.

I have made a number of limited excursions down wind and back up wind and it

can be very easy.

During 1980 I flew the first 750 km triangle in the USA with the

intent of using the above idea but it turned out to be a not so good day.

My

. turnpoints were a bridge near Mountain Grove (it's no longer there) and the National

Childrens Rehabilitation Center near Leesburg, VA. I made it back to the mountains near Martinsburg.

After rounding the second turn,

I then climbed in weak wave and

jumped from wave cloud to wave cloud back up wind to the Tussey Ridge at Bedford.

April 1981 I flew the first

1000 km triangle in the United States.

I thought

for sure I would be able to use cloud streets or wave but ended up see sawing up

88

wind on ridge lift, thermal, dive up wind to the next ridge, ridge lift, thermal,

etc.

So the theory is still untested. This 1000 kID triangle used the road. intersection at Lindside W. VA and another

road intersection at Verdiersville, VA (east of Orange, VA). A shorter triangle, 300 kID, uses the same Rt. 869 and ridge tcpthat we use for JOO km flat triangle, and Carlisle Airport near Harrisburg, PA. The world record for distance around a triangle (as of Nov. 1982) is 1306 km (Grosse in Australia).

If we get a good day l'm sure we can do better than that.

This idea of the eastern wave system opens up the ridge system to pilots who live substantial distances down wind of the Bald Eagle Ridge.

A pilot, s.y, at

Front Royal, VA or Frederick, MD or Lynchburg, VA could be launched into the wave at dawn, and work his way up wind to the ridge.

In fact, pilots who live down wind

of the ridge may have an ad.avntage for these long triangi.l1.ar flights, because they would find out early if the wave system was working and be able to use the wave before convective activity breaks it up later in the day.

LEnAL SPEED TRIANGLES

1,000 kilometer triangle

(1000. 573 km)

Ridge Soaring Gliderport

40 53 02

77 54 27

Rd Junction at Lindside VA

37 27 13

80 40 12

ad Junction at Verdisville

38 16 18

77 54 11

750 kilometer triangle

(756.028 kIn)

Ridge Soaring Gliderport

40 53 02

77 54 27

Bridge at '"

38 12 21

79 48 08

NCRC

39 06 58

77 35 06

500 Kilometer triangle

(500.437)

Ridge Soaring Gliderport

40 53 02

77 54 27

US 220 Junction at

39 34 00

78 51 19

Clearview Airport

39 28 01

77 01 04

.

89

90.

300 kilometer triangle

(304.4 km)

Ridge Soaring Gliderport

40 53 02

77 54 27

PA 869/Dunning Mountain

40 10 27

78 29 01

East end of runway at Carlisle Airport

40 11 16

77 01 03

THE RIDGE:

COORDINATES, GREAT CIRCLE DISTANCES/COURSES.

Coordinates in boxes are actually on the ridge (except 100KM) All Distances from Ridge Soaring G1iderport

DIST.

COORDINATES

COURSE TO/FROM R.S.

410

13' 00"

76° 51' 1$"

410 410 (41° 410

09' 0$' 07' 17" 07'

77° 25' 41" 77° 24' 45" 7r 24' 08~ 77° 23' 55"

238° 15' 00"

OKM

40° 53 ' 02"

77° 54' 27"

RIDGE SOARING, FA

50 KM

40° 35' 40° ~~' [40°' 02" 40" 33'

-95.$09 KM

-50 KM

78° 78° 78° 78°

20' 53 "

19' 18' 18' 14"

i§

66° 54' 31" 247° 35' 59" N. END OF RIDGE (1600 'level)

41° 57' 33"

57° 55' 06"

222°

13' 06"

100 KM

150 KM

39° 09° 39°

ti: 12" 42'

200 KM

78° 47' 2~" 78° 45' 3 "l 78° 45' 04"

08"

29° 02' 45"

250 KM 38° 31' 300 KM

~8° 3~'

[38° 29' 52" 350 KM

400 KM

38° 08' 07' 06" 38° 07'

08

0

45', 50"

450 KM

00"

28° 32' 50" 209° 05' 53" (2.4 m before the Cumberland narrows) 209° 47' 21"

27° 33' 18"

208° 26' 11"

27° 18' 43 "

208°

79°0'7~

2r 47' 59"

209° 02' 00"

80° 10' 50" 80° 08' 2 " 80° 08' o "

27° 57' 27"

209° 22' 08"

30° 33' 23"

212° 16' 22"

79° 34' 55" 7r 32' 28" 79° 32' 08'1 79° ~2'

t6"

13' 28"

79° 50' 32"

91

500 KM

550 KM

0"

8P 8P 81°

600 KM

650 KM

36° 34' 33 1 08" 36° 33 r

13b"O

;;:

82° ~"If) 82° 82° 55' 36"

34° 19' 48"

216° 26' 29"

36° 31' 04"

218° 57' 43"

38° 08' 14"

220° 53' 50"

40° 58' 57"

223 ° 43' 50"

41° 55' 31"

225° 23 '

8'.3° 700 KM 726.345 KM

~·11' 55"

8'.3° 43 ' 08")

44"

225° 58' 39" 42° 21' 06" S. END OF RIOOE

Great Circle Distance Between Extreme Ends of Ridge

804.511 KM

45° 45' 41"

230° 03' 10"

92

"STATUTE m..ES" REFERENCE POINTS All points are positioned along the course of a low-flying glider. course is

a~bitrary,

The exact

and depends on the shape of the crest.

It is stepped out with one sm steps, using dividers, and ignoring irregularities of the ridge inbetween.

Thus the five sm points are generally slightly less than

five sm apart. The gaps are crossed directly, not necessarily from the extreme tips of the ridge (if the tips bend downwind). Only the most \LPwind route is designated

- ie. south of Bedford Gap) the lower

upwind ridge is designated, and at both Covington and Tazwell the direct route across the gap is designated (ie. Warm Springs and Clinch Mountains are not marked). RIDGE STATUTE MILES

0 5 10 5 20 5 30 5 40 5 50 5 60 5 70 5 80 5 90 5 100 5 110 5 120 5 130 5

4P 41 4P 4P 4P 4P 4P 4P 0

hl

O

4P 40 40 .40 40 0 0 0 0

1+0 0

40 40 40

0

1+0

0

40

0

0 0

1+0 0

40 40 40 1+0 40 40 40

0 0 0 0 0 0 0

13' 13 ' 12 ' 11' 10' 08' 07' 05 ' 03' 00' 57' 55' 53 ' 50' 48' 1+5' 42' 39' 36' 32' 28' 24' 20' 16' 12' 08' 04' 00'

02" 14" 52" 54" 31" 50" 21" 42" 18" 30" 48" 37" 21" 42" 17" 14" 42" 46" 17" 05" 32" 16" 29" 19" 14"

11" 10" 19"

76 76 77 77 77 77 77 77 77 77 77 77 77 77 78 78 78 78 78 78 78 78 78 78 78 78 78 78

50' 56' 02' 07' 13'

0 0 0 0 0 0

J.8'

0

23 ' 29' 34' 38' 42' 47' 52 ' 57' 01' 05' 10' 14' 17' 18 ' 21' 22' 25' 26' 28' 30' 32' 34'

0 0

-

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

-

46" 33 " 17" 56" 22" 39" 56" 13" 00" 18" 47" 40" 34" 01"

44"

45" 18" 18" 41" 56" 39" 23" 06" 34" 09" 08" 11" 35" 93

140 5 150 5 160 170 180 190 200 210 220

230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400 410 420

39° 56' 51'1 39° 52' 51" 39° 48' 52" 39° 44' 49" 39° 41' 00" 39° 37' 27" 39° 33' 32" 39° 29' 40 11 39° 26' 29" 39° 22' 48" 39° 19' 11 11 39° 15' 31 11 39° 11' 29" 39° 07' 50" 39° 03' 50 11 38° 59' 47 11 38° 55' 35 11 38° 51' 42" 38° 47' 51" 38° 43' 55" 38° 40' 29" 38° 36' 50" 38° 32' 38 11 ,38° 28' 59" 38° 25' 31" 38° 21' 47 11 38° 18' 02" 38° 14' 15" 38° 10' 40 11 38° 07' 22 11 38° 01+' 01" 38° 00' 22" 37° 56' 21" 37° 52 I 15" 3r 48' 38" 37° 45' 06 11 37° 42' 15 11 37° 38' 34 11 37° 35' 28 11 37° 33' 07 11 37° 30' 50" 37° 28' 59 11 37° 27' 15 11 37° 24' 53" 37° 22' 49" 37° 21' 12" 3r 18' 51" 3r 18 1 04" 37° 17' 09" 37° 15' 56" 37° 13' 44" 3r 12' 36" :37° 10' 24" 37° 07' 57" 37° 05 I 36" 37° 03' 12" 37° 00' 47" 36° 58' 55"

78° 78° 78° 78° 78° 78° 78° 78° 78° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 79° 80° 80° 80° 80° 80° 80° 80° 80° 80° 80° 80° 80° 80° 80° 80° 8P 8P 8P 8lO 81° 81° 8lO 81° 8lO 8lO

37' 40' 4;' 43' 46' 49' 51' 54' 58' 01' 03' 06' 08' II' 13' 15' 16' 18' 20' 23' 26' 29' 30' 33' 36' 39' 41' 44' 47' 50' 54' 56' 58' 00' 03' 06' 10' 12' 16' 20' 25' 30' 35' 39' 44' 49' 54' 59' 0/+'

09' 14' 19' 23' 28' 32' 37' 41' 46'

58" 02" 53 " 41" 20" 30" 56" 24" 07" 00" 53 " 48 11 45"

42" 42 1111

21 26 11 46" 52" 06" 25 " 00" 01" 00" 15" 01 11 38" 17" 08" 41 11 02" 58" 51" 31'1 21 11 31 11 26 11 52 11 22 11 58 11 34 11 26 11 20 11 52 11 41 11

42"

10" 00 11 17 11 28" 09 11 18" 57" 21" 53" 23 II 54 11 40" 94

430 440 450 460 470 480 490 500 510 520 530 540 550

36° 36° 36° 36° 36° 36° 36° 36° 36° 36° 36° 36° 36° 36° 36° 36° 36° 36° 36° .36° 36° 36° 36° 36° 36° .36°

56' 54' 52' 50' 47' 45' 43' 41' 40' 38' 37' 38' 36' 34' 32' 30 I 27' 25' 23' 22' 20' 18' 16' 14'

50" 36" 24" 51" 17" 46" 47" 44" 21" 36" 30" 00" 34" 36" 28" 09" 48" 36" 52" 27" 25" 50" 57" 04" 11' 18" 07' 28"

81° 81° 810 82° 82° 82° 82° 82° 82° 82° 82° 82° 82° 82° 82° ~o

83° 83° 83° 83° 83° 83 ° 83° 83° 83° 83°

51' 55' 00' 05' 08' 13' 18' 22' 27' 32' 37' 42' 47' 52' 57' 01' 06' 10' 15' 20' 25' 30' 35' 39' 43' 45'

24" 56" 29" 28" 17" 18" 06" 45" 52" 22" 28" 50" 46" 33" 15" 48" 19" 54" 48" 51" 35" 32" 23" 19" 18" 23"

95

RIDGE SOARING GLIDERP ORT, INC.

40° 53' 02 tl, 77 ° 54' 27 tl 1,000* KM.ARC

Past Nashville, Tenn.

Near Huntsville, Ala.

Past Atlanta, GA

Near Macon, GA

Near Savannah, GA ATLANTIC COAST

36° 36° 35° 35° 35° 35° 34° 34° 34° 34° 34° 34° 33° 33° 33° 33° 33° 33° 33° 32° 32') 32° 32° 32° 32° 32° 32° 32° 32° 32° 32° 32° 32°

14' 00 1 56' 40' 25' II' 58' 46' 34' 22' 12' 02 1 52 1 43' 35 1 27 1 19' 12 1 05' 58 1 52 1 46 1 41' 35' 31 1 26 1 22' 18 1 14 1 11' 08 1 05 1 03 I

07" 00" 55 tl 53 " 53 " 48" 32" 10" 11" 60" 23 " 20" '47 11 45" 10" 01" 19" 00" 05" 33 11 22 11 33" Oh" 55" 06" 36" 25" 32" 57" 40" 41" 58" 33"

ef7 0 ef7 0 ef7 0 ef7 0 ef7 0

45'

32' 46"

30'

15'

86° 86° 86° 86° 85° 85° 85° 85° 84° 84° 84° 84° 83° 83° 83° 8'3° 82° 82° 82° 82° 8P 8P 81° 81° 80° 80° 80° 80°

45' 30' 15 1 45' 30' 15 1 45 1 30 1 15 1 45 1 30 1 15 1 45 1 30 1 15 1 45 1 30 1 15' 45 1 30 1 15 1

96

RIDGE SOARING GLIDERPORT, INC.

40° 53' 02 11 , 77° 54' 27 11 800 SM ARC

Past Memphis, Tenn.

Near Panama City W. Tallahassie

E. COAST OF FLA

36° 35° 35° 35° 34° 34° 34° 34° 33° 33° 33° 33° 32° 32° 32° 32° 32° 32° 3P 3P 3P 3P 3P 3P 3P 30° 30° 30° 30° 30° 30° 30° 30° 30° 30° 30° 29° 29° 29° 29° 29° 29° 29°

16' 54' 33' 14' 55' 38' 22' 06' 51' 37' 24' 11' 58' 47' 35' 24' 14' 04' 54' 45' 36' 27' 19' il'

04' 57' 50' 43' 37' 31' 25' 19' 14' 09' 04' 00' 56' 52' 48' 44' 41' 38' 35'

= 1,287.4752 33 11 16" 32 11 07 11 50 11 33 11 11 11 37 11 48 11 4.0" 10" 15" 53" 02" 41" 47" 19" 16" 38" 22" 29" 56 11 45 11 53 11 21" 07" 11" 34 11

13"

10" 22" 52" 36" 37 11 53 11 24 11 09" 10" 2/+" 53 11 36 11 33" 43"

9P 9P 9P 90° 90° 90° 90° 89° 89° 89° 89° 88° 88° 88° 88° 87° 87° 87° 87° 86° 86° 86° 86° 85° 85° 85° 85° 84° 84° 84° 84° 83° 83° 83° 83° 82° 82° 82° 82° 8P 8P 81° 8P

KM

30' 15' 45'

30'

15'

45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15'

97

RIOOE SOARING GLIDERPORT, INC.

40° 53 1 02 11 , 77° 54' 27 11

900 SM ARC = 1,448.4096 KM

Past Little Rock

Near Jackson

At Mobile, Ala Past Pensacola, FLA COAST

37° 36° 36° 35° 35° 35° 34° (34° 34° 33 ° 33° 33° 33° 32° 32° 32° (32° 3P 3P 3P 3P 3P 3P 30° 30° 30° 30° 30° 30°

11' 35 11

42' 38 11

16' 12 11 51' 46 11 29' 01 11 07' 41 11 47' 34 11 28' 32 11 10' 28 11 53' 16 11 36' 50 11 21' 08 11 06' 06 11 51' 40 11 37' 49 11 24' 30 11 11' 42 11 59' 22 11 47' 29 11

36' 03 11

25' 01"

14' 22"

04' 06 11 54' 12"

44' 39"

35' 26 11

26' 32 11

17' 58 11

09' 42 11

94° 93° 93° 83° 93° 92° 92° 92° 92° 9P 9P 9P 9P 90° 90° 90° 90° 89° 89° 89° 89° 88° 88° 88° 88° 87° 87° 87° 87°

45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15'

GULF OF MEXICO

W

COAST

E. COAST

28° 28° 28° 28° 28° 28° 28° 28° 28° 28° 28° 28° 27°

33 ' 29' 25' 22' 18' 15' 12' 09' 07' 05' 02 ' 00' 59'

27 11

27 11

40 11

05 11

43 II

34 11

37 11

53 11

20 11

00 11

52"

56 11

12"

83° 82° 82 0 82° 82° 8P 8P 8P 8P 80° 80° 80° 80°

45' 30' 15' 45' 30' 15' 45' 30' 15'

ATLANTIC OCEAN

98

RIDGE SOARING GLIDERP ORT, INC. 40° 53' 02". 77° 54' 27" 1,000 SM ARC = 1,609.344 KM

Near Texarcana

At New Orleans S. Coast of Mississippi

36° 19' 06" 35° 52' 39" 35° 27' 60"

95° 30' 95° 15' 95°

35° 04' 51" 34° 43' 01" 34° ·22' 20" 34° 02' 40" 33° 43' 55" 33° 25' 59" 33° 08' 48" 32° 52' 19" 32° 36' 29" 32° 21' 14" 32° 06' 33 11 3P 52' 24 11 3P 38' 44" 3P 25' 32" 31° 12' 47" 31° 00 '. 28" 30° 48' 32" 30° 37' 00" 30° 25' 50 11 30° 15' 02" 30° OL.' 34 11 29° 54' 26" 29° 44' 37"

94° 94° 94° 94° 93° 93° 93 ° 93° 92° 92° 92° 92° 91° 9P 91° 9P 90° 90° 90° 90° 89° 89° 89°

45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15' 45' 30' 15'

GULF OF MEXICO

w.

Coast of FLA

E. Coast of FLA

26° 26° 26° 26° 26° 26° 26° 26° 26° 26° 26°

55' 52' 49' 46'

44'

57 11

42"

39" 46" 06" 36" 17" 09"

41' 39' 37' 35' }311 33' 27" 31' 52"

82° 82° 82° 8P 8P 8P 8P 80° 80° 80° 80°

30' 15' 45' 30' 15' 45' 30' 15'

99

SELECTED DISTANCES FROM RIDGE SOARING GLIDERPORT

RT. 869 & RIDGE TOP

40° 10' 27"

78~

29' 01"

92.835 57.65

km

8m

SACRED HEART HOSPITAL HELIPORT

39° 39' 00"

78° 48'

156.888 km 8m 97.43

US 220 & Md 53 CRESAPTOWN MD

39° 35' 35"

78° 50' 03"

163.859 kIn 8m 101.76

SENECA ROCK

38° 50' 0'.3"

79° 22' 04"

260.059 161.49

kIn

38° 05' 55"

79° 53 ' 10"

353.571 219.700

km

MOUNTAIN GROVE VA 39 & LITTLE BACK CREEK

8m sm

CENTER OF OLD 4 SP AN BRIOOE-ACROSS NEW RIVER AT GLEN LYN, VA. (W.OF NARROWS) EAST OF POWER PLANT

37°22 1 19"

80° 51' 43"

466.787 kIn sm 289.87

FINCASTLE COUNTRY CLUB

37° 1.3 '.3 9"

8P 16' .38"

500.4.34 kIn 8m .310.77

US 19 /VA 80 AT ROSEDALE VA

360 57 ' 33"

8P 55' 54"

558.747 kIn sm 346.98

WASHBURN SCHOOL SYSTEM, TENN

.36° 17' .3 7"

83° .35' 21"

710.684 441 ..3.3

kIn

726 ..345 451.06

km

84° .3.3' 45"

84.3 . 9 524.06

km

84° 35' 10"

859.2 533.56

km

84° 44' 40"

889.716 552.51

km

85° 11' 02"

1295.832 804.71

km

SOUTH END OF RIDGE MC MINN CO. AP T. TENN CHILHOWEE, GLIDERPORT. TENN ROSTES APT. GA MARIANNA MUNICIPAL AIRPORT

36° 11' 55" .35° 2.3 '45" 35° 13 111 40" .34° 58' 40" 30° 50' 08"

83 ° 4.3' 08"

sm sm sm sm sm sm

lOa

THE LEGEND OF SENECA ROCKS Near the Seneca Caverns 'The Betrothal of Snow Bird, Princess of the Seneca Indians" There is scarcely a locality in Pendleton County that does not have some spot of history, some legend or some suprassingly natural scenery.

One of

these spots is at Seneca Rocks, near Seneca Caverns. Here stand the famous Seneca Rocks, towering to a height of nearly a thousand feet.

Here was the famous camping ground of the Indians and here

lie buried the dead of the Senecas. Here was the last home in the South Branch Valley of the vanishing race. Many are the legends that are interwoven with this beautiful and romantic section. The only daughter of the stern, silent chieftain, Bald Eagle, and his wife, White Rock, was Snow Bird.

Ever since the child could remember, their

wigwam had been pitched on the banks of Seneca River.

As a little child,

Snow Bird had played at the base of these towering rocks, often gazing at thpir topmost peaks and longing to be able to climb to the tallest of them. As she grew older, she ventured, becoming used to the dizzy heights to which she daily climbed, until one day, at the age of fifteen, she reached the highest point. From this vantage point she had often witnessed the warriors of her tribe coming home from the hunt or from war. As she grew into young womanhood, she became the most beautiful of all the dusky maidens of the Senecas.

Her rank and beauty brought many suitors

for her hand, not only from among her own people, but from the neighboring tribes of red men. choosing a mate.

This rivalry caused her to face the serious problem of The problem was not one of easy solution, and many times she

sought her favorite retreat on the pinnacle of the rocks, where she might be 101

free to meditate. One morning in the springtime her mind fell upon a plan for making the choice.

She hurried to the wigwam of her parents with a light heart and re­

vealed the plan to Chief Bald Eagle and White Rock, his wife, both of whom readily approved of the plan, and promised to keep it secret until the day could be fixed upon for carrying it into execution. After due deliberation such as the supreme importance of the event demanded, the day was fixed. flowers.

It was to be the longest day of the month of roses and

Runners were sent to the neighboring tribes of Indians and plans

were made to make this day, the selection of a mate for Snow Bird, a day of no small importance.

Everywhere preparations were being made, while the per­

plexed lovers were left to wonder about the strange, unrevealed plan of the princess.

Days before the time appointed for the important event, Indians

began to arrive at Seneca Rocks.

Cheif Bald Eagle had taken up his abode in

the great Seneca Caverns. At last the pventful day arrived.

Morning dawned bright and clear and

seven young warriors, splendid specimens of young manhood, all suitors for thr hand ·f thp Seneca princess, assembled in an splves in a semicircle, facing the mighty rocks.

~pen

space and ranged them­

The faint-hearted ones had

dropped from the contest, not daring to face the ordeal to which they were sure they w0uld be subjected. on all sides.

Silence, the silence almost of death, reigned

This hush of expectancy was on all until the beautiful Princess

Sn,w Bird, clad in the royal garb of her tribe, moved swiftly and gracefully into thF circle and faced her lovers. abroad.

The fame of her beauty had spread

As she stood before the assembled multitude now, in all her match­

less perfection and beauty, they realized that the half had not been told. For a moment the assemblage held their breath in admiration, and then cheer after chper burst from the throats of the multitude, which echoed and reechoed

102

from the face of her beloved Seneca Rocks, and the surrounding mountains. She lifted her hand and silence fell upon the assemblage. "Ever since I was a little girl," she said, "I have watched yonder rocks push their rugged summits into the heavens and many times I have longed to be able to climb to their topmost crags.

As I became more skillful and more

used to gazing down from the dizzy heights, I climbed higher and higher until at last my ambition was achieved, my hope was realized and I stood upon the t:-lpmost pinnacle as the winds kissed my cheeks. i~st,

the most enjoyable days of my life.

There have I spent the happ­

Of all the Seneca Indians, I am

the only one who has accomplished the feat. "I was happy in my solitude, caring for no, companions other than the warm sunshine, the refreshing breezes, my thoughts and my dreams. became aware ',f a new feeling within me.

Then I

I wondered about it for a while

and then I realized it was the dawn of the passion called love. "One day about a moon past, I decided upon a contest, a trial of bravery and endurance, which is to be the means of determining which one of you is to have my heart and hand.

You will soon engage in this contest, and to the

successful one of your number I will give my hand, my heart and my life. "Now ere the great ball of fire shall hide itself behind yonder mountain, called the Allegheny by my people, I shall once more climb to the highest p'int of yonder rocks and he who follows me to that lofty retreat of mine will be the bravest of the brave and his reward shall be my heart and hand." Snow Bird, fleet as a yOlmg doe, set out on the perilous journey, follow­ ed by the seven braves. always leading.

Upward they climbed, the sure-footed, shapely maiden

As the climb became more and more difficult three of the

seven turned back, dispirited and disappointed.

Another followed to the fifth

pinnacle, when he, too, wearied of the struggle and gave it up.

A fifth man

crumpled in a heap near the same pinnacle and was rescued from death by the fourth, who led him back to safety.

The two that remained followed closely in

the footsteps of the maiden.

10'.3

Slowly and steadily they climbed upward, led by the Indian maiden, until finally the weaker of the two lost his footing and fell to his death upon the rocks many hundreds of feet below.

Snow Bird herself almost lost her balance

as her last surviving suitor clung to the face of the cliff only a few feet away. Finally, with renewed determination, they set out on the last and most perilous stretch )f the journey, the maiden as always, in the lead.

As last

she reached the summit and turned to look for her most persistent suitor.

He was only a few feet below her. slipped on the ledge of.rock. sec0nd.

Was he not her lover?

In this dread moment of waiting, his foot

The maiden hesitated for the fraction of a Had not all of his rivals failed in some way?

Was he not the bravest and strongest of the Senecas? find his equal?

Where would she ever

So with the alertness and strength of her young arms, she

caught the falling brave and drew him to safety and to herself. Long they sat together on that perilous height, and talked of their future, as they witnessed the great ball of fire sink behind the distant ffi0untain.

Then as the darkness of night began to draw its mantle of shadows,

the two lovers, now hand in hand, descended by the trail at the tear of the gigantic rocks, and stood before Chief Bald Eagle and White Rock, his wife. The great chieftain conferred upon his new-found son-in-law, fittest of the Senecas, the authority to become his successor, as chief of his tribe.

104

To date 37 pilots have earned the 1000 kilometer diploma in the world.

The following pilots earned their diplaa on the BaJd

Eagle Ridge. The following list is as of Sept 28; 1981 Karl Striedieck Jim Smiley

Bill Holbrook

Roy McMaster Mike Stevenson George Vakkur Doris Grove Cornelia Yoder John Seymour Tom Knauff Bob Fitch Bill Ma1pas

To date 39 pilots have earned the 1,000 kilometer diploma in the world.

The following pilots earned their diploma on the Bald Eagle

Ridge.

The following list is as of February, 1983. Karl Striedieck Jim Smiley Bill Holbrook Roy McMaster Mike Stevenson George Vakkur Doris Grove Cornelia Yoder John Seymour Tom Knauff Bob Fitch Bill Malpas Chris O'Callaghan Alan Sands