I thought it would be interesting to move this post to its own blog entry. I find descriptions of record-breaking attempts and achievements in aircraft, particularly sailplanes to riveting reading. Those who attempt flights of distance, speed, duration and altitude are no less fascinating as individuals. I think you will enjoy Paul Bickle's account
of his record-breaking flight in the 1-23. It was sent along with a map of the
course to the FAI with the applications for the new world record. Calibration of the barograph indicated a
maximum altitude of 46,267 feet (14,102 meters) and a low point of
3,963.7 feet (1,208.1 meters) for a gain of 42,303.3 feet (12,893.9
meters).
On February 23rd it was my good fortune to sit in on the discussion with Messr. Harold Klieforth, who had done so much of the meteorological work on the mountain wave project conducted by UCLA and the SCSA, and D. Mancuso. On the evening of February 24th, Klieforth called me from Bishop to alert me to the conditions that were then developing that might produce waves the following day. The next morning, February 25th, I examined the available weather information and the indications were that a cold front would pass over the Antelope Valley in the afternoon with winds from the west or northwest of sufficient velocity to produce wave lift to reasonably high altitudes. I made arrangements for a tow plane to be available during the afternoon. By noon I could see large lenticular cloud developments far to the north. By 2:00 p.m. these had extended south to the area of Mojave and a large, sharply defined lenticular cloud was much in evidence about 25 miles northeast of the airport with smaller, more transient fragments forming and dissipating to the lee of the mountains just north of the airport.
After the usual preliminaries, including the sealing and installation of barographs in the sailplane and tow plane, take-off was made to the west in a strong, gusty crosswind behind the 85 h.p. Luscombe tow plane flown by Mr. James Moeller, who was also the SSA Official Observer for this attempt. Take-off time was 2:55 p.m.
An extended tow was made to the north to reach the area under the first large lenticular cloud. Some wave lift was encountered on the way. An area of sink was flown through just before release was made in relatively strong lift at the southern end of the lenticular cloud. Release altitude was about 10,000 feet and I immediately started to work my way north in steady 500 or 600 foot per minute lift. It was my intention to fly north and west to the leading edge of the cloud, explore the lift area and then descend to about 6,000 feet to obtain a low point before climbing to altitude.
After a short interval I had reached 12,000 feet when I encountered an area of rapid sink. I increased speed to 120 mph to penetrate through this area to the primary wave. Altitude was falling away at an alarming rate when I noticed an area of blowing sand on the ground off the northeast near a dry lake. This sand was rising abruptly from the ground at a point about 4 miles downwind from the foot of the Sierras.
Turning to the right, I continued at a high speed and high rate of sink until I reached the rising dust. By this time I was down to an altitude of 2,500 feet above the ground, or about 4,500 feet above sea level. The rate of sink did not diminish as I had expected, so I turned my attention to locating a suitable landing area in the desert. At this moment, extreme turbulence was encountered; I pulled up nearly vertically to kill off my speed as rapidly as possible. While slowing down, I glanced at the altimeter, which was then passing rapidly by 5,000 feet. Rolling level when the speed dropped to 50 mph, I noted that I was in a steady climb approaching 1,000 feet per minute.
The lift at this point was in a narrow band so that I frequently circled and made "S" turns to stay in the lift as I climbed back to 15,000 feet. This portion of the flight was rather rough because of the limited extent of the lift and because of the periods of letting the sailplane fly itself while I was adjusting my oxygen mask. Above 15,000 feet the lift became smooth and more wave-like in nature as I approached the base of the lenticular cloud. I was mile, or possibly two miles back from the leading edge of the cloud. At 19,000 feet I started to fly forward again toward the leading edge but the lift diminished rapidly so I slowed down to remain in the area of maximum lift. My heading was about 290° and the wind velocity appeared to be only about 60 or 65 mph at this altitude.
Frost began forming inside the canopy and cockpit. At 25,000 feet the canopy and double vision windows were almost completely covered. I was now above the first lenticular cloud. Rate of climb was fairly steady between 1,000 and 2,000+ feet per minute. The area of lift was fairly extensive, although it was necessary to dive forward to regain the lift on at leas one occasion and again I turned back to pick up the lift on another occasion. A heading of 280° and a speed of 50 to 60 mph were held to stay in the lift. At 35,000 feet I turned up my oxygen regulator to the maximum pressure setting, tightening the straps and used my left hand to help hold the mask to a tight seal on my face.
The rate of climb started to diminish; at 40,000 feet I was down to about 1,000 feet per minute. I had now been in the air for 1 hour and 10 minutes and resolved to continue to 45,000 feet or for not more than 10 minutes above 40,000 feet. At 43,000 feet the lift was below 500 feet per minute when it seemed to pick up again. I continued climbing, letting the speed build up to about 80 mph momentarily. Above 44,000 feet I bled off this speed so that was down to 40 mph IAS as 45,000 feet was attained on the altimeter. The speed brakes were opened immediately and I descended as rapidly as possible by diving toward the area of sink behind the wave. Near 35,000 feet I leveled off, noted that is was just about 10 minutes since I had climbed past 40,000 feet, and spent some moments scraping at the frost on the canopy.
I found that I was now some 20 miles east of my release point and perhaps 40 miles northeast of the airport. To the east and south a whole series of lenticular clouds extended as far as I could see in the direction of Phoenix and Tuscon. These did not seem to be associated with particular terrain features, but seemed to indicate a continuous wave was being propagated through this part of the air mass. I was far too cold to stay longer. Again the speed brakes were opened and I dropped back to 20,000 feet as I turned toward Fox Airport. Loft was abundant as I flew back between layers of clouds, using the setting sun as a beacon. Soon I could see the airport. I was now down to 15,000 feet. Although the air rushing through the open ventilators was still below freezing, it felt warm by comparison to the cold cockpit. The frost on the canopy was starting to dissipate, so I again opened the speed brakes and descended rapidly to the airport, landing about 2 hours and 10 minutes after take-off.
Paul later explained in a letter some particulars of his preparation and equipment:
My
oxygen equipment was quite similar to that used by most of those who
have set altitude records in the wave at Bishop. It was a low pressure
system using a pressure demand mask and a regulator such as those used
by fighter pilots at the end of World War II. I had no pressure suit;
however, I have had considerable altitude experience while flying in
service aircraft and have had ample opportunity to test myself in
altitude chambers. Although it is not desirable to try to fly at these
heights without pressure suits or cabin, I did not detect any
particular difficulty from this source. Actually, I was so cold (-65° C
outside air temperature) that I could not pay attention to anything
else. Maximum rate of climb was about 2,000 feet per minute.
Chronological History of Single Place Sailplane World Altitude Records, 1940 to present
July 12, 1947 - 26, 410 feet - Lt. Per Axel Persson - Weihe FV 8301
January 1, 1949 - 33,000 feet - John Robinson - Bishop, CA - RS-1 Zanonia.
December 30, 1950 - 42,100 feet - William Ivans Jr. - Bishop, CA - SGS 1-23.
February 25, 1961 - 46, 267 - Paul Bickle - Mohave, CA SGS 1-23E.
February 17, 1986 - 49,009 feet - Robert Harris - Inyokern, CA - Grob 102.
Vanda Grubisic, DRI, Reno, NV; and J. Lewis, Desert Research Institute, Reno, Nevada - Another Look at the Sierra Wave Project 50 Years Later - February 10 2003
National Soaring Museum Landmarks of Soaring No. 12 - Sierra Wave Project, Bishop California Airport
Inyokern Airport (CA) Participation in the exploration of mountain waves
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