Wave Soaring – Getting Into the Wave

Getting Into the Wave

There are two ways to get into the wave: soaring into it or being towed directly into it. Three main wave entries while soaring are thermaling into the wave, climbing the rotor, and transitioning into the wave from slope soaring.

At times, an unstable layer lower than the mountaintop is capped by a strong, stable layer. If other conditions are favorable, the overlying stable layer may support lee waves. On these days, it is sometimes possible to avoid the rotor and thermal into the wave. Whether lee waves are suspected or not, the air near the thermal top may become turbulent. At this point, attempt a penetration upwind into smooth wave lift. A line of cumulus downwind of and aligned parallel to the ridge or mountain range is a clue that waves may be present. [Figure 10-32]

Another possibility is to tow into the upside of the rotor, then climb the rotor into the wave. This can be rough, difficult, and prone to failure. The technique is to find a part of the rotor that is going up and try to stay in it. The rotor lift is usually stationary over the ground. Either perform a figure 8 in the rotor lift to avoid drifting downwind, fly several circles with an occasional straight leg, or fly straight into the wind for several seconds until lift diminishes. Then, circle to reposition in the lift. The choice that works depends on the size of the lift and the wind strength. Since rotors have rapidly changing regions of very turbulent lift and sink, simple airspeed and bank angle control can become difficult. This wave-entry technique is not for new pilots.

Depending on the topography near the soaring site, it may be possible to transition from slope lift into a lee wave that is created by upwind topography as shown in Figure 9-27. In this case, climb as high as possible in slope lift, then penetrate upwind into the lee wave. When the lee waves are in phase with the topography, it is often possible to climb from slope to wave lift without the rotor. At times, the glider pilot may not realize wave has been encountered until finding lift steadily increasing as the glider climbs from the ridge. Climbing in slope lift and then turning downwind to encounter possible lee waves produced downwind of the ridge is generally not recommended. Even with a tailwind, the lee-side sink can put the glider on the ground before the wave is contacted.

Towing into the wave can be accomplished by either towing ahead of the rotor or through the rotor. Complete avoidance of the rotor generally increases the tow pilot’s willingness to perform future wave tows. If possible, tow around the rotor and then directly into the wave lift. This may be feasible if the soaring site is located near one end of the wave-producing ridge or mountain range. A detour around the rotor may require more time on tow, but it is well worth the diversion. [Figure 10-33]

Often, a detour around the rotor is not possible and a tow directly through the rotor is the only route to the wave. The rotor turbulence is, on rare occasion, only light. However, moderate to severe turbulence is usually encountered. The nature of rotor turbulence differs from turbulent thermal days, with sharp, chaotic horizontal and vertical gusts along with rapid accelerations and decelerations. At times, the rotor can become so rough that even experienced pilots may elect to remain on the ground. Any pilot inexperienced in flying through rotors should obtain instruction before attempting a tow through rotor.

When towing through a rotor, being out of position is normal. Glider pilots must maintain position horizontally and vertically as best they can. Pilots should also be aware that an immediate release may be necessary at any time if turbulence becomes too violent. Slack-producing situations are common, due to a rapid deceleration of the towplane. The glider pilot must react quickly to slack if it occurs and recognize that slack is about to occur and correct accordingly. The vertical position should be the normal high tow. Any tow position that is lower than normal runs the risk of the slack line coming back over the glider. On the other hand, care should be taken to tow absolutely no higher than normal to avoid a forced release should the towplane suddenly drop. Gusts may also cause an excessive bank of the glider, and it may take a moment to roll back to level. Full aileron and rudder deflection, held for a few seconds, is sometimes needed.

Progress through the rotor is often indicated by noting the trend of the variometer. General downswings are replaced by general upswings, usually along with increasing turbulence. The penetration into the smooth wave lift can be quick—in a matter of few seconds—while at other times it can be more gradual. Note any lenticulars above; a position upwind of the clouds helps confirm contact with the wave. If in doubt, tow a few moments longer to be sure. Once confident about having contacted the wave lift, make the release. If heading into more or less crosswind, the glider should release and fly straight or with a crab angle. If flying directly into the wind, the glider should turn a few degrees to establish a crosswind crab angle. The goal is to avoid drifting downwind and immediately losing the wave. After release, the towplane should descend and/or turn away to separate from the glider. Possible nonstandard procedures need to be briefed with the tow pilot before takeoff. [Figures 10-34 and 10-35]

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