I wrote back and confirmed that Bishop
was the last location I had heard for the Egg, and suggested
that he do us all a favor and go get it from Bishop and
bring it to Truckee.
The Egg had never been captured by
a pilot from Truckee, and the novelty of being a part of
such a pioneering effort was tempting, but I was deeply
involved in a kitchen remodel project and was certain I
wouldn't have the time to participate in such an endeavor.
Key Dismukes - PS *******************
Well, that's Peter's story, and I guess he's sticking to
it. My recollection is that Peter was egging us on to make
the flight, conveniently claiming domestic responsibilities
precluded him from stepping up to the mission.
Jim Darke - 1B **********************
I seem to recall that Peter broached the subject of retrieving
the egg from Bishop while he and I were de-rigging after
a race day at Williams. He mentioned that Key was interested,
but that he (Peter) had to work on his kitchen. Peter sounded
genuinely disappointed that he wouldn't be able to participate
so I decided to help him experience the effort vicariously
via e-mail I knew he couldn't stay away.
Key - PS *************************
Jim put together a timeline for when each step of the operation
would have to be accomplished. Even assuming a 1030 launch
time, a realistic assessment of the time required to land
at Bishop, acquire the egg, re-launch and get back up on
the Whites gave us little chance of making it back to Truckee.
So of course we decided to do it anyway. I then had to go
out of town for the week preceding the mission. When I returned
on Friday evening I was relieved that Peter had consented
to join the mission and use his motorglider for the Bishop
re-launch, giving us at least a slim chance of making it
back.
Jim - 1B ***************************
The timeline was optimistic to the point where I was relieved
when Peter gave in to the urge to be a part of the mission
and told Key and I that what we really needed was "a motorglider
guy." He was right.
Peter - PK ********************
Jim had suggested I provide technical support in the form
of soaring conditions and weather briefings, but I knew
of a professional that might be interested in participating.
I contacted Doug Armstrong, told him of the importance of
keeping the mission somewhat secret, and asked if he was
interested in being a part of it all. He responded positively,
and it was Doug the dubbed the mission "Operation Silverfox".
We planned for five days and the mission sequence was initiated
at 0900 hours on Friday, with me leaving Vacaville, proceeding
to Williams, and eventually arriving at Truckee that evening.
Key - PS ***********************
When I returned from my out-of-town trip the week before
the mission I found a flood of emails that made the planning
for 6 June 1944 look puny.
Jim - 1B ************************
Key is right about the level of planning involved. Once
the amount of e-mail reached critical mass, a chain reaction
took off and there was no way anyone could back out. Not
that anyone wanted to. On Friday the plan looked like this
-A late season push to land at an airport 160 miles from
home or loiter around while the motorglider guy landed put
the Egg aboard and then self-launched to join those loitering.
-Then return to Truckee in what was apt to be overdeveloped
conditions. What could go wrong with a plan like that?
Peter - PK ********************
I was the first to arrive at Truckee on Friday evening.
I briefed the Truckee staff on Operation Silverfox and immediately
received positive feedback and was promised full support.
About that time Key arrived in his Cessna, and Jim phoned
me a few seconds later to advise he would arrive within
the hour. Key and I headed to town, Jim joined us shortly
and we firmed up the mission plans over dinner. Each of
us would be ready to launch, as planned, at 10:30 hours
the next morning. A last minute weather brief, and we would
be on our way. At 0900 hours we held yet another briefing.
Since I was planning on a full load of water, and self-launching
as well, I positioned my ship at the north end of the runway.
We waited for the lift. Doug Armstrong sent us this sat
photo, which revealed that clouds were already forming over
the Sierra Nevada Mountains - west of Mono Lake....
Key - PS ***********************
But of course, at Truckee, there were no signs of lift at
the scheduled launch time of 1030 hours -the surest evidence
of no lift being that Sergio was still on the ground. Suddenly
Sergio launched around 1100 while we looking for signs of
lift in the sky, and we scrambled to follow him - some 20
minutes later. That was a delay not to be without consequence.
Jim - 1B ************************
I drew the short straw on the launch sequence and had to
go first. The Mission Commander (AKA PK) said it was because
I was the only one without water - the leaky bags are another
less interesting story. When we finally reached trigger
temperature (the temperature at which C2 launches) the ever
helpful Joe Silvestri dropped me off in a nice thermal that
went to about 11,000. By that time C2 had already departed
the area.
Peter - PK *********************
I launched after Jim, and before Key. We were all in the
air before noontime. By the time I found a thermal, our
scout, Sergio - C2, had already let Mt Rose, and was reporting
a good thermal near Carson City, providing PIREPS (Pilot
Reports) for those of us lagging behind. 1B was next out
of the Truckee Bowl, and was reporting good lift as well.
Key - PS ***********************
In our usual Keystone Kop coordination Jim initially headed
down the east side of Lake Tahoe toward Freel Peak, but
then decided that was not working, and he dived across the
Minden Valley. I started out for Mineral Peak with good
altitude, noticed cu's pointing toward Freel, diverted in
that direction, than changed my mind and headed toward Seigel
Peak on the Pine Nuts.
Jim - 1B ************************
So as soon as I crossed Minden Valley, and started climbing
over Mineral Peak, I looked back at the ridge on the east
side of Tahoe and saw a nice little line of CU's from MT
Rose directly to Freel Peak- right on the course line that
I had been on. I also choose the slow check out line at
the grocery store.
Graphics were created in the "See
You" program software
This is a snap shot of all four gliders at 12:08 using See
You Software that has been loaded with each of our flight
recorder files. The legend is over Lake Tahoe. Washoe Lake
is just south of Reno. You can see the C2 (the purple track)
flew southbound on the west side of Minden Tahoe Airport,
1B is just passing south of Washoe Lake, PS departed Mt
Rose to the east and is now turning south, PK is about to
depart Mt Rose to the south.
Peter - PK ********************
I was having difficulty climbing, and PS was just above
me, as we headed towards MT Rose, but I was becoming impatient
with the two knot thermals. I had soon descended back down
to 10,000, and Key was climbing near 12,000 and headed into
the Minden Valley. Listening to the other pilots, it sounded
like they were way ahead of me. Frustrated with it all,
I plunged towards the southeast, not wanting to be left
behind - certain I would find lift, based on all of the
previous reports. I insured my transponder was on, remained
clear of the class C Airspace, and dutifully checked in
with Reno Approach as I approached the extended runway centerline
from Reno, and crossed the south end of Washoe Lake at less
than 9,000 feet.
Jim - 1B ***********************
I was pretty worried after I heard PK discussing his situation
in exquisite detail with Reno Approach. I knew that would
provide him with motivation to go to warp speed and he might
well leave his support aircraft (PS &1B) in the "dustbin
of the uninvolved" on a mission that was going to be way
too much fun to be left out of.
Peter - PK ********************
Crossing Mineral Peak, I was now feeling confident as I
aimed for a cloud street running from MT Seigel towards
the southwest. Somehow I got ahead of 1B and PS as I headed
towards the USMC Strip, and requested a report from our
Scout, C2.
Key - PS ************************
As usual PK came from behind and below to pass us. I guess
it was the embarrassment spurring him on. But PK doesn't
seem to understand that it is hard for us to mark thermals
for someone who persists in staying in front of us.
Jim - 1B**************************
Since I am somewhat aurally challenged, I was pleased to
hear PK ask C2 to repeat his report on down range conditions.
I was sure I had not heard him correctly. But then C2 came
back loud and clear, "Advise proceeding to the east of Mono
Lake. The overdevelopment is isolated. Do not be Girly Pilots."
I guess if the term is good enough for the Governor, it's
good enough for C2. So off I trundled across the Bridgeport
Valley, finding lift at Bodi and into the great unknown.
As Peter was setting up his glide to target, I was exploring
the airspace below 12,000ft about 20 miles out of Boundary
Peak. It is definitely a hostile environment. Fortunately
PS marked some lift for me and I was soon on the Whites
for a typical "Push, Pull, Grin" ride while Peter was attacking
the target at Bishop and taking care of business. This was
definitely the most fun part of the flight. PS & I even
saw a couple of 1-26s up there with us and yes we had our
oxygen on.
Peter - PK *********************
I was 2,000 above glide for Bishop when over 50 miles out
and headed directly for it - initially. But as I headed
south, the margin above glide decreased. I decided to travel
closer to the base of the Whites, figuring there would be
lift on the foothills of the big ridge.
At 50 miles out I made contact with
Bishop UNICOM and asked the operator (Richard) if the Egg
was on the counter, with a log book attached. He confirmed
the Egg was there, but could not find the log book that
I described. He searched but to no avail.
At 30 miles, I was close to the whites,
and I was looking up at the well formed cu along the top.
I still couldn't see Bishop, but I was confident in my moving
map. I must admit, I did unfold the sectional chart at this
point and confirmed landmarks, mileage to Bishop, and looked
for other landing options. It is unnerving to be extremely
lower than normal, in a place you usually never want to
be.
I dumped my water ballast, landed,
and, after clear of the runway, I deployed my motor and
taxied to the terminal. I didn't even have to get out of
the ship.
Richard, came out of the terminal
with the Egg in hand. I thanked him, stowed the Egg next
to my water bottle, restarted and launched towards the Whites.
Key - PS ***********************
After reaching Boundary Peak 1B and I roared down the Whites
without difficulty, alternating making position reports
for safety and calling to PK, whose had switched to Bishop
frequency. When I reached Schulman Grove I considered orbiting,
but given PK's track record of zooming past me (entirely
a function of long wings and absolutely nothing to do with
piloting skills I keep telling my wife-"Honey, we need a
new glider"), I decided I had better turn north if the three
of us were to continue together. 1B joined me and we all
arrived at Boundary Peak together.
Jim - 1B ***********************
It took a couple of radio transmissions to get a response
from PK that was readable above the clatter of his engine.
Once he stowed the motor it was apparent that he would have
no trouble joining us. The Whites were working in classic
form.
Peter - PK *********************
Immediately after takeoff, I switched the radio to 123.5,
and there was 1B, checking on my progress, and confirming
I had picked up the Trophy. I turned off the engine in lift,
on the side of the hill, about 3 miles from Schulman Grove,
and centered in a good thermal. As I was looking for my
buddies to mark the next thermal, I received a call from
PS asking me for my altitude and position. I told him, and
he said something like... "It sounds like you're climbing
OK… we're 10 miles north at 15,000", and they pressed on
northward. I guess I didn't 'sound like I needed any help.
Feeling left behind, I needed to catch them. I concentrated
on climbing and moving in the best line of lift. I caught
them just as they were ready to leave the Whites.
Jim - 1B************************
As we approached Boundary Peak northbound, things stopped
being quite so much fun. The 'isolated overdevelopment'
that C2 reported was now considerably more than 'isolated.'
In fact, there was pretty much a solid wall of ugly black
clouds and rain along the course back towards Truckee. PS
and I milked the last few feet out of the thermal at Boundary
Peak as we waited for PK. The only thing to do was to head
off to the northeast towards Basalt.
The three flight tracks in green, yellow
and red, as depicted on a topo chart in See
You.
There was lift at Basalt under what
was becoming a fairly solid overcast. But, the overdevelopment
(a nice way of saying 'big scary black storm cell') was
still blocking our way. The only thing to do was to continue
to the northeast until we could find a break between the
cells to turn towards home. We flew in loose formation towards
Mina, and then into the unknown.
Key-PS*************************
In fact the sky was black through the entire west to north
quadrant, so 1B and PS followed PK toward the sunshine at
a right angle to our course home. We found lift at Basalt
and continued into no-man's land between Coaldale and Mina.
PK suggested that instead of continuing toward Utah we turn
north between two rain shafts generated by a vast dark cloud.
Not having any better ideas 1B and PS followed.
Peter - PK *********************
It didn't look like we'd be able to fly anywhere near MT
Grant due to the overdevelopment. I saw no lightning, but
there was plenty of rain coming from the very dark clouds.
PS and 1B continued to surge past me, but I was keeping
the higher altitude, since I was flying in 18 meters, and
no water ballast configuration - they were both 15 meter.
Best "speed to fly" put them ahead of me during each of
the long glides. Even if I had a camera, I doubt if I would
have taken any photos at that point, but it was neat to
see those two bright white 15 meter ships, with the black
background, just ahead of me, as we continued. As we look
at the flight logs, we now realize that C2 had been through
that area only minutes before us, and had proceeded well
east and north of Walker Lake.
Key-PS*************************
We traveled northward together, in a narrow corridor between
rain shafts. Concerned about
maintaining visual separation at 100 knots in varying visibility
we frequently transmitted our GPS positions, to the great
annoyance of other pilots on the frequency. Breaking out
from under the cloud we decided to cut across Walker Lake
to the ridge on the western shore, where MX (Yuliy) was
already struggling (misery loves company).
Jim - 1B************************
Being at least 500ft below PS and PK I found crossing Walker
Lake and the ridge visually interesting. The ridgeline was
pretty stationary on the canopy so I figured it was going
to be fairly close. It was. I then flailed at the scraps
of lift until I was high enough to join PS & PK in the continuous
sink that went on forever and ever (maxi mini micro-burst?).
I never found the airstrip that they were discussing, but
while I was looking for it I inadvertently stumbled into
some weak disorganized lift that got me back up to glide
slope for Yerington.
Key-PS*************************
We worked 1 knot lift north along the ridge until we had
2000 feet or so above glide into Yerington and then blithely
set off in that direction. Encountering continuous 5 knot
sink we executed the traditional 90 degree turn but the
sink continued (mini micro-burst?). Squeaked into a little
river valley and found intermittent half knot lift, which
we worked with no small fervor, while contemplating whether
it would be better land in cultivated fields or at a small
private airstrip underneath us (spelling: Lanthanum? Later
we were told the airstrip is about 25 feet wide).
Peter - PK ********************
I was talking to MX, and watching him, as he continued to
remain above me, and a few miles closer to Yerington. Now
having enough to glide to Yerington, I headed northwest.
Running in heavy sink (nine knots down) for what seemed
an eternity, I turned about 70 degrees left. Sink didn't
let up. I'd barely make it to the river bed that was coming
north out of Hilton - some 15 miles distant. About 1500
above the cultivated fields, the sink quit. I found bits
of lift, but the wind was shifting. I decided to over fly
other fields and try for Yerington. I flew through a shower,
was on a 1,000 ft downwind, put the gear down, and hit lift,
just as I was about to turn base leg.
Key - PS************************
Drifting downwind (north) with the fickle thermal, I discovered…
(1) I was once again at glide slope to Yerington (2) PK
and 1B had long since departed for Yerington, and (3) Yerington
was 13 miles away (an ominous number). I started tiptoeing
toward Yerington and listening to my buddies trying to work
a little lift over the airport. Three miles out of the airport
I encountered rain and sink, and once again started contemplating:
(1) cultivated fields versus airport and (2) the wisdom
of relying on GPS/LNAV. I entered base leg over the numbers
and rolled to the end of runway. 1B soon followed, but PK
summoned his iron thermal and motored into the sunset.
Peter - PK ********************
I climbed slowly, gaining about 1,500 feet by the time PS
came in from the south and landed. The rain was blocking
any travel directly west and the nearest runway to the northwest
was Dayton Valley - I long way off, with lots of high terrain.
I could see no way out of the Yerington Valley at that point.
As soon as 1B decided to land, I did an in-flight start,
and headed in the direction of Dayton Valley.
Jim - 1B*************************
As is often the case, there was some lift in the pattern
at Yerington, so I was able to hang around with PK and observe
PS making his approach - not much of a pattern but a great
approach. I also observed MX about 14,000ft above us. He
had reached the area about 15 minutes ahead of us and took
the last lift with him as he climbed high enough to reach
the Pine Nuts and then home. I also heard C2 report 7,500ft
at Topaz and the overcast looked thinner in that direction.
But the wingman ethic prevailed and I followed PS into Yerington.
Well, the truth is that there was no way I was going to
dig my way out of the hole before the approaching storm
cell made things just a little too interesting.
The folks at Yerington were extremely
friendly and helpful. They made waiting out the storm pleasant.
The ever-efficient team of Joe and Samantha at Soar Truckee
operation coordinated our aero retrieves with Soar Minden.
Once the rain let up, we were both soon on our way to rejoin
PK and his iron thermal. All is well that ends well and
the cookout at Soar Truckee was a good ending to a full
day.
Key - PS************************
1B and PS were overwhelmed with support from FBOs Mary Catherine
Tennant and Michael Smith, a very nice couple who recently
bought the operation and are turning it into a full-service
enterprise. Michael was waiting with his pickup when we
landed, took us to the office to make phone calls, and told
us to help ourselves to free soda. When aero retrieves were
arranged (one each from Truckee and Soar Minden), Mary Catherine
took us back to the runway to await the first towplane,
which arrived just in front of rain and lightning. So Mike
(the Soar Minden towpilot), Mary, 1B, and PS sat in the
pickup chatting for half an hour waiting for a chance to
launch. Aside from some interesting turbulence towing home
over the Pine Nuts, the remainder of the trip was uneventful.
