airfieldmanual:c._wave_soaring
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airfieldmanual:c._wave_soaring [2020/12/28 09:21] sallyw [C.4.1 The Benign Spiral] |
airfieldmanual:c._wave_soaring [2022/06/03 16:28] (current) 216.244.66.200 ↷ Links adapted because of a move operation |
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| - | ===== - Introduction ===== | ||
| This section is not meant to be a treatise on wave soaring but a few general hints which may assist people who do not have much experience of this type of lift. | This section is not meant to be a treatise on wave soaring but a few general hints which may assist people who do not have much experience of this type of lift. | ||
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| * Do not assume that the wave areas/boxes are open – check before take-off. | * Do not assume that the wave areas/boxes are open – check before take-off. | ||
| * Remember that in the relatively high wind speeds you will need to fly the glider at higher speeds than you may normally be used to, only slowing up if you really need to take a climb. It is essential to make sure that you are not drifted downwind into any airspace or cloud there may be, remembering that, although the wind may be in excess of 40 knots, the associated cloud is stationary relative to the ground. Jumping upwind to a wave bar may require flying through strong sink at 100+kts, however…. | * Remember that in the relatively high wind speeds you will need to fly the glider at higher speeds than you may normally be used to, only slowing up if you really need to take a climb. It is essential to make sure that you are not drifted downwind into any airspace or cloud there may be, remembering that, although the wind may be in excess of 40 knots, the associated cloud is stationary relative to the ground. Jumping upwind to a wave bar may require flying through strong sink at 100+kts, however…. | ||
| - | * Be aware of the change in the Vne of your glider with altitude. This change in Vne, with reference to the ASI (i.e. indicated airspeed), should be tabulated in the aircraft manual and may be displayed on a cockpit placard. | + | * Be aware of the change in the V< |
| * Have a working oxygen system, know how to use it and remember to switch it on(!) and test it before you take off – more on oxygen below. | * Have a working oxygen system, know how to use it and remember to switch it on(!) and test it before you take off – more on oxygen below. | ||
| * An obvious one – dress warmly regardless of how warm it feels on the airfield. Getting really cold will take the edge off your enjoyment of the flight and may start to impair your mental skills and judgement. | * An obvious one – dress warmly regardless of how warm it feels on the airfield. Getting really cold will take the edge off your enjoyment of the flight and may start to impair your mental skills and judgement. | ||
| * Be very careful if entering cloud. Icing is a very real risk particularly with a very cold airframe contacting supercooled water droplets in even a wisp of cloud. Know where the freezing level is. Do not enter cloud unless you have suitable instruments and know how to use them. | * Be very careful if entering cloud. Icing is a very real risk particularly with a very cold airframe contacting supercooled water droplets in even a wisp of cloud. Know where the freezing level is. Do not enter cloud unless you have suitable instruments and know how to use them. | ||
| - | * While at height watch out for the onset of night. The evening is frequently a time of good wave conditions when it is easy to gain considerable height in a short space of time. It can however take a long time to get down from FL190 and it could be dark on the ground by the time you get down. We try to keep a last landing time chart current on the notice board and you should check this before you fly. Sunset time for your location is readily available on the internet. | + | * While at height watch out for the onset of night. The evening is frequently a time of good wave conditions when it is easy to gain considerable height in a short space of time. It can however take a long time to get down from FL190 and it could be dark on the ground by the time you get down. We try to keep a last landing time chart current on the notice board and you should check this before you fly. Sunset time for your location is readily available on the internet. Your glide computer (i.e. XCSoar) should also show the sunset time for your location. |
| * Be ready for the possibility of encountering severe turbulence in the circuit and a marked wind gradient on approach when you return to land after a wave flight. | * Be ready for the possibility of encountering severe turbulence in the circuit and a marked wind gradient on approach when you return to land after a wave flight. | ||
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| The use of supplemental oxygen is recommended above 10,000 feet and mandatory above 13,000 feet. Bear in mind that there are considerable variations in tolerance to lack of oxygen so if you have any doubts, go on oxygen sooner. Due to the rapid rate at which you may climb in wave have your oxygen mask/ | The use of supplemental oxygen is recommended above 10,000 feet and mandatory above 13,000 feet. Bear in mind that there are considerable variations in tolerance to lack of oxygen so if you have any doubts, go on oxygen sooner. Due to the rapid rate at which you may climb in wave have your oxygen mask/ | ||
| - | ===== - Actions | + | ===== - Actions |
| - | Watch for signs of the wave gaps filling in and creating a solid layer of cloud beneath you through which you may have to make a long descent on instruments. This itself causes no real problems provided you know what height cloud base is and what your position is and you are competent at cloud flying (cloud flying rating!), though be alert to airframe icing. We have some fairly high mountains just to the north of us and they can easily become cloud covered! If the wave system collapses the general environmental change could lead to a significant lowering of the cloudbase. If you have a radio, call other gliders or Portmoak Base and ask what the cloudbase is. | + | Watch for signs of the wave gaps filling in and creating a solid layer of cloud beneath you through which you may have to make a long descent on instruments. This itself causes no real problems provided you know what height cloud base is and what your position is and you are competent at cloud flying (cloud flying rating!), though be alert to airframe icing. We have some fairly high mountains just to the North of us and they can easily become cloud covered! If the wave system collapses the general environmental change could lead to a significant lowering of the cloudbase. If you have a radio, call other gliders or Portmoak Base and ask what the cloudbase is. |
| Navigation above cloud has been greatly simplified with the introduction of GPS moving maps and all pilots wishing to make wave flights must use one. Remember though, your GPS moving map should never be fully relied on to get you home; battery power in cold conditions being a particular concern. You should back it up with basic navigation skills at all times using your aeronautical chart. | Navigation above cloud has been greatly simplified with the introduction of GPS moving maps and all pilots wishing to make wave flights must use one. Remember though, your GPS moving map should never be fully relied on to get you home; battery power in cold conditions being a particular concern. You should back it up with basic navigation skills at all times using your aeronautical chart. | ||
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| </ | </ | ||
| - | [[B. Ridge Soaring]] | [[:content# | + | [[B. Ridge Soaring]] | [[airfieldmanual:start# |
airfieldmanual/c._wave_soaring.1609147292.txt.gz · Last modified: 2020/12/28 09:21 by sallyw
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