As many of you, I presume, I did not know much about soaring in Greece. For sure I didn’t know about WAVE in Greece! For that reason it is good that I have faithful readers over there.
SO…time to change this, as Mike is prepared to share his diary on this day 2 in February 2013 with us.

“Indeed Greece is hidden place for soaring. I will be glad to shed some light in this anytime.”

Parnassos in wave!

6,927 METERS ALTITUDE REACHED IN A PIPISTREL TAURUS

1st  February 2013

—-”In Greece  during winter, very often we encounter a weather pattern (Nov to April) where strong southwesterly winds associated with frontal passage create mountain wave condition over most [of the] Greek region. The orographic terrain located almost at perfect angles to the wind direction—usually 220 deg to 260 degrees—produces nice wave conditions.

Humidity varies but mainly we get blue wave conditions and most of the times we are capable of climbing higher than the lenticular clouds.

2nd February was a textbook day and we have been watching it closely [since] almost a week before. Although the wind direction was not perfect—almost westerly at 270 degrees—we would not miss the chance to stalk whatever wave was out there.

I arrived the night before. The caravan home at the airfield has been the shelter and the hub of endless talks during nights and non flying days. With the heater on, I opened the flight sack and started emptying out all the gadgets, gear, cables, etc.

One of the  beds was totally covered with equipment. I took some time to rearrange all and place them in a priority status. The main electrical plug looked like an outlet from the movie Matrix… 2 PDAs, HX4700 charging, Oudie (backup…can’t find the time to install it properly on the plane, but one day I will…..I promise…), portable radio, back up cell phones, and a bunch of other gadgets necessary for the flight.

Most important for the flight is the O2.

 

 

Just received the O2D2 from Mountain High upgraded and sealed in an airtight plastic bag. Show time (after the upgrade!) …Inserted  3 AA batteries, pressed the ON button and the unit started flashing and beeping, pulsing its valves with the familiar sound. Nice! System check ok…

Grabbed the 4 liter aluminum O2 bottle sitting on a shelf, closed the outlet and checked the pressure. 180 bars! Good for many hours of fun…! The carbon 4 liter bottle can be on stby.

Completed checks of the O2 system by plugging [in] the Alpine full face masks. Breathing on the ground in the Normal setting released no O2 but the pressure-activated valves of the unit were happily releasing.

A few years ago with the cannula masks we ‘suffered’ from lack of oxygen…No it was not the problem of the mask. In engineering terms is called RTFM (Read the f**** manual!) Not suitable above 18,000 ft…. Still remember the experience when we had ‘clinically dead’ O2 levels in our blood vessels…starting an emergency descent.

But now we are set to go with all the goodies in a more…safe way!

Checked latest tephigrams for tomorrow, confirming wind, temperature gradients, had a look at the satellite  picture, and drove away to the local cult tavern with the BEST EVER beef steaks available on this planet… (Exaggeration, I know, but they feel like this when you are starving)

A few hours later, like a full of food polar bear, turned off the lights in the caravan ‘mansion,’ dreaming of the wave.

2nd February 2013 Wave day!

Half asleep … jumped and opened the door looking at the mountains. It was 7 am. No wind on the ground, but the first signs of wave creation were showing up to the west.

Throwing some cold water on my face, ran to the hangar and got the help of my friends to open the toy box..

In 15 minutes the Taurus was ready for the flight. Keeping it in tip top shape pays off as I know that every time the box opens, the toy is ready to play! It took more than an hour though to have it combat ready as we had to install all the gadgets and goodies in a routine, but also in a ceremonial way.

A thorough preflight check of the Taurus revealed no problems or issues. Left the engine extended, checked the volts of the 2 batteries (when the planes sleeps in the trailer, I leave the solar panels do their magic, charging both batteries together as the solar charger controller permits.)

For the day, Thanos,  a good friend and glider pilot was joining on his first ever wave experience.

He is late. I start getting uneasy as a Pipistrel Sinus already was transmitting the first info on the conditions. Then I had a second thought. We are not limited by daylight …we are O2 limited and the conditions are to get only better during the day…Relaxed and fiddled with my cell phone downloading visible satellite images and other stuff.



Thanos, my buddy, is finally here, bringing breakfast and coffee.

‘Leave the coffee aside…we drink it when we come back’… But we need the food! I stored it in the vast space of the Taurus…while I was calling the local ATC for the flight plan.

The usual story with our ATC..that always makes me laugh…

ATC: Endurance and flight time Sir…

Me: 1 Hour endurance and 6 hours flight time…

ATC: Is ok Sir..you said the items reversed…I will fix the flight plan…

Me: No Madam…I have fuel for one hour and I will fly 6!

Takes a little bit more time to explain as they are not exposed to many glider flights. The only thing they control are the Mirage 2000 and the F-16 of the base.

Putting on all the warm clothes, feeling like an onion, we sat in the Taurus, arranged all tubes, cables, oximeters and making a nice little cozy nest in which we will be sitting for the next few hours. And most important, it had to be a turbulence protected nest! You do not want your  portable radio going through the canopy of the glider because you misjudged the descent rate and ended up in the rotors!

The Rotax 503 fired on the second attempt—normal behavior until the fuel is re-established in the fuel lines. EGT and CHT start rising normally.

We start taxiing, holding the canopy open until we are at threshold. A western low level wind was beneficial as we would depart with no turns. The clouds indicate winds around 30 kts. Not so strong…

Canopy closed and secured
Flaps T position
Final Clear
The Taurus did not need more than 150 meters to lift off. It was a nice day, giving us 3.5 m/s climb rate at full power.

15 minutes later we were approaching 2300 meters as we encountered many leeward updrafts and downdrafts.

Approaching from what seems to be the second wave bar of the mountain, even at full power we got sink at 6 m/s! We ended up at 1400 meters! After that, we were in the upward stream of the wave bar.

Cooled the engine and stored it with a flick of a switch! Sooo easy…I feel spoiled!

Removed the headsets and start sniffing the area…Up to now not a single jolt! Nice… The Sinus earlier reported hard core conditions! Where?…looked around and the only region I could see ‘battle zone’ was close to the summit of the mountain. Well I guess they wanted to be very brave…

The vario beeps  at 4 m/s—s smooth, rapid climb. Reaching 4,000 meters I decide to jump from the secondary wave bar to the front one.

Not many clouds or lenticulars in the area. A clear blue wave day with some very high cirrus clouds allowing sunlight to warm the huge cockpit of the Taurus.

With flaps negative and close to True Air Speed Vne we attempt the jump. Although no turbulence was encountered, the sink rate took a big toll on our altitude. Lost more than 2,000 meters in a mere 14 kilometer distance travelled. 80 km/hr headwind.

But the jump was worth it. Clean ascent with the vario pegged to 6.5 m/s. Had to reduce the volume of the vario as it became annoying. No bip bip…but a constant trtrtrtrtr…….

Traveling back and forth on the first wave bar, the altimeter was winding aggressively upwards.

 

Passing 4,500 meters we went on oxygen. One by one, we put on our face masks and turned the unit on. The oximeter jumped from 89% O2 to 97%. System is fine and we get the O2 we need.

Soon we reach the 6,000 meter mark. The vario is showing 3 m/s. I start to dislike it … did it die? The wind is constant in strength at 85 km/hr. Using the SeeYou history, we locate the sweet spot of the wave and return to it. It gave us a few extra  meters.

The Taurus was sitting at 6,841 meters, 23,000 feet.

Smooth, and much less aerodynamic noise in the cockpit as the air density is less. Our breathing condensation formed some nice ice crystals on the top and the side of the canopy. Temperature at -16C.

ice on the window

The airliners cruising above at FL300 plus, looked so close now!

The vario is almost at zero but not negative. We have limited time up there as ATC has restricted us on altitude. Pulling the mask off, we made a call to ATC for operations normal. The oximeter, permanent on my finger is showing a healthy blood stream full of O2… 98%!

Time to use the altitude for some cross country kilometers. Heading southeast, the ground speed was showing more than 270km/hr. Nice! But we will be crawling on the way back. Who cares! We just achieved the new height mark for the Taurus….the rest is just fun!

 

The high cirrus were getting more dense. The front was approaching from the southwest.  Maintaining an average of 5,000 meters we went for a 5 turning point pattern concentrating on higher speed cruising leaving the flaps at negative all the time.

My friend spots an Olympic Air Bombardier Q400 turboprop at 2 o’clock few miles from us and about thousand feet high. It looked so close, but air traffic control has been aware!

Do you think they can see us?

Turning on the final point with the day giving ample lift if you knew where to get it, we went for the final glide back to our base.

A smooth touch with half speed brakes and the Taurus came to a stop in front of the hangar.

After opening the canopy, the first thing to do was to call ATC and close the flight plan, thanking them for their great support and cooperation.

Shook hands with each other and unfolded our bodies crawling out. The air on the ground felt  and smelled almost like spring!

Fellow glider and other pilots approached to help us push the Taurus in the hangar. Their first question was: How HIGH!!!???? With a  humble voice, I whispered the number..

Left my friend to clean the glider, but with almost nothing to clean as no bugs will stick at 23,000 ft and -16 Celsius. Run to fetch my computer and analyze the flight.

Final altitude reached was 6,927 meters!

Run back to the glider and announced the analysis….Happily, it cost me dinner in the tavern!

Preparing the glider for the next day with a forecast of jetstream winds, we continued the hangar talk.

The heavy doors of the hangar closed at dusk and we headed  for the ceremonial grilled steaks.

The 2nd of February of 2013 was a really good day for us!

The next day started with wind gusts of more than 50 kts on the ground. The approaching front de-stabilized the upper atmosphere and there was no wave formation. Rotor clouds were everywhere with high humidity. ‘ It must be hell today up there.’ The forecast was giving 100 kts at 3,000 meters.

Analyzing the weather for about 3 hours we ended up having a long coffee session and airplane talk.

It took 20 minutes later on to place the Taurus in its trailer.

Until next time….

Keep your gadgets always ready and charged!—-”

Michail Anastasiou

Kopaida Airfield

 

First 1,000 km wave flight in Greece

By Dino Avgerinos

28/12/2012

 

Flight line at Kopaida Airport

While Greece presents an interesting and rewarding challenge for soaring, its rugged mountainous terrain, fragmented plains and almost constant proximity to the sea present unusual challenges. One can find regions with very favourable soaring weather, but to fly very long distances, areas with different local weather have to be joined through tricky gaps in lift or unlandable terrain.

This means that while small or medium distances may come quite easily, the quest for a 1000km flight has proven to be elusive. It is the last 100 to 200km that have to be gained by limiting the time lost in the tricky game of joining different areas, or by finding another way to cross the country.

 

Flying in wave over central Greece

Having for some years experienced excellent wave conditions in the region of Central Greece, it eventually became apparent that under the right conditions, a very long flight in wave could be possible. This required a very precise set of meteorological events: an airmass conductive to the generation of wave and a strong South-Westerly wind exactly aligned with the backbone of the Greek mountains, the Pindus range.

The hunt for these conditions had began and after a long wait, the day of 21 April 2005 dawned with just the right forecast. A front was approaching from the west, bringing with it heavy winds and exact alignment at 220 degrees. It was now time to prove the theory and see if the first 1,000 km flight in Greece could be flown.

 

The synoptic chart for the day: incoming front from Italy with just the right conditions

 

 

 

 

 

 

 

 

 

 

 

Radiosonde observations at 15:00 local, showing the conditions as predicted

The game was on, the first satellite images at dawn showed that wave was being produced throughout the backbone of Greece, but would the weather prove to be flyable for the duration of the day? Takeoff from Kopaida took place at 10:38 local time. The plan was to catch the wave in the lee of Mount Elikonas, just 15 km from the airfield. If the day looked promising, the start was a constant struggle. If one were to reach the wave, the only way up would be through the rotor. But the disorganized and extremely turbulent conditions made this almost impossible. After an hour of constant struggle with the elements, tentative progress was being made in the rotor and it was not long after that first contact with the wave proper.

 

 

First light and evidence of the wave its there

It was now 11:50 and finally at 3500m the record attempt could start in earnest. The declared task was a 1000km 3TP polygon that would go all the way to the Northern Pindus, to the lee of Mount Smolikas, just South of the Greek frontier, back down almost to the edge of Athens, in the lee of Mount Kitheron and the foothills of Mount Parnitha, back up the length of the Pindus range above Metsovo and almost back to the first turn point before finishing at Kopaida airfield. Sunset was at 20:06, which left eight and a quarter hours for the remaining 980 km on task. This meant an average speed of above 119 km/h would have to be achieved. Would the elements cooperate?

 

 

 

 

The declared task: 3 Turn point 1002.8km

It was a mere 10 minutes later before setting off on course climbing above 5000 meters in the lee of Mount Parnassos, home of the oracle of Delphi. Soon the familiar peaks of Giona, Oiti, Timfristos and then Neraida passed below. Entering Thessaly, the bread basket of Greece, the wave was strong and surfing the lift line produced good speeds in an altitude range between five to six thousand meters. The only thing to watch out for was the speed as it would be too easy to push well past redline.

 

 

 

 

 

 

 

 

12:30 - Enroute in the first leg above Sperhiada, 5800m +2m/sec

Passing Kalabaka at 13:04, home of the impressive monasteries perched on top of the eroded limestone cliffs of Meteora, only 25 km remain to the first turn point, but they will prove to be twenty five kilometers too many. In front is an impenetrable wall of cloud. There is simply no way past forcing a diversion to the North East following the cloud bank almost downwind in the hope of finding some way through. The realization soon sinks in that the optimal lift zone has been left for heavy sink. The possibility of completing the task has just ended.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Satellite image at 12:11 local time. The wave bars in Thessaly

are clearly defined, but so is the wall of cloud to the North.

But is there a way to salvage the day? Can an OLC 1000km still be completed? The bank of cloud is followed way to the East, to the Aliakmon river, South of Kozani in the Northern foothills of sacred Mount Olympus down to 1800 meters AGL. Struggling to stay airborne one can imagine what the gods would make of a silly mortal futilely battling the elements? After flying in broken thermals and rotor lift some tentative progress is made eventually making contact with what should be the third wave harmonic. Trying to work upwind the progress is slow requiring frequent traverses along the lift lines as the wave over the Thessaly plain is disorganized.

These conditions will typify the remainder of the day. As the weather closes in options diminish, and the battle with the frontal system turns into a struggle. While it took just a bit over an hour to cover the first 210 km on course yielding an average speed of about 180 km/h, it will take almost two hours and fifty minutes to complete the 250 km of the second leg back South yielding an average speed of just over 90 km/h.

At these speeds there is no hope of a record. But things turn to the better on the third leg as the mountains of Central Greece prove to be reliable wave generators. A good climb to the lee Mt. Parnassos and the sweet spot at 5000 - 6000 meters is regained making good speed while climbing straight ahead. Traversing the mountain gap to the gateway of Thessaly leeward of the main Pindus thrust, the weather strikes. The door North has been shut solid by the clouds yet again. There is no time to contemplate, turning South is the only option making this a short leg in the hope that there will be a cloud break latter in the day.

Progress down to the South East is fast but more of a glide. Turning back to the North West for the last time, it is 17:53. There are about two and a quarter hours daylight left. With about 750 km travelled so far, almost 110 km/h are required to complete the remaining 250km. But the question is, is there enough clear air left to travel, or will the weather have closed in completely?

 

 

Satellite picture of Europe at 17:30. Most of Greece is totally shut out. The only apparent gap is exactly where I am.

Mount Parnassos, abode of Apollo, bears its gifts yet again allowing a fast climb  to 6000m while still on course. Nearing the gap to the Thessaly mountains, the clouds once again stop progress and force a diversion directly North. There is simply not enough of a leg left to fly.

 

 

 

 

 

 

18:13 - Above Livadia at 3800m +2m/sec. This is the beginning of the last big climb of the flight.

Approaching the Thessaly watershed, punctuated by the narrow valley of Lamia, a miracle seems to be evolving. The weather is closing left and right, but straight ahead a corridor of clear air opens leading to the center of the fertile valley. It is probably generated by the passing cloud bands spiraling around the low pressure system assisted by the imprint of the wave action itself. A corridor marked “pass friend if you dare” beckons deep into the otherwise closed-down sky. Following this tunnel into a vast off-white continuum is against all sense of good judgment, but for just once and with a deep feeling of trepidation the decision to proceed is taken. The distance to the clouds on either side is impossible to gauge but the glider’s wingtips are in the clear, no ice has accumulated, the altimeter reads 5000m, vario is silent at zero in air that is silky, milky smooth.

It is now 19:10 with less than an hour of daylight and 150km from home. Conditions are failing as the vario moans down and the altimeter unwinds. Imagining the clouds closing up, patience has reached its end as the survival instinct dominates. A decision to turn back and fast is made.

It is 19:40, approaching the narrow valley of Lamia back into the 100km stretch of mountains and valley that form the immediate playground of the home airfield, Kopaida. With sunset fast approaching and icing conditions all around, it is too far a stretch to go. Lamia airport will have to do. As the descent is made through the convective layer, rough rotor turbulence returns along with a centimeter of ice on the wings as avoiding cloud and precipitation is impossible. Fortunately there is a large reserve of altitude to test the glide ratio under these conditions. On final approach the flight computer shows 998km. Dreams of a record will have to stay for another day.

 

 

 

Infrared satellite loop of the day's weather

It is only the next day after a restful sleep in Lamia and a return home that it dawns just what was accomplished. The flight computer has miscalculated the distance and actual analysis of the log proves an OLC distance just shy of 1011km. A new Greek national record had been set, one that stands to this day. And it was proven that under the right conditions, the South Westerly winds of late winter and early spring can yield record wave flying conditions. The magic day with a South West jet, less moisture and more daylight still calls. The chase of  2000km from the Northern frontier to the Southern tip of Greece at CapeTeneron is on.

 

 

 

 

 

 

 

2000 km in Greece? Under just the right conditions, two laps around this 1K course running the length of the Greek mainland and Peloponissos may just be possible. Just once around for beginners. Worth ruining your gelcoat for.