Some Practical Thoughts for Flying the Wave.

Disclaimer: This page does not replace professional flight instruction, or serious preparations. It is based on about 40 years of experience in flying the wave in the Rocky Mountains. The author is not responsible for the actions of any pilots, or for the consequences to any passengers or pilots in any flight or ground operations in which he is not Pilot in Command.

Physiological Problems. High altitude, unpressurized flying, above all, is dangerous. I live at 8000 ft above Sea Level (2400 m), yet I follow the FARs religiously, and go beyond them for safety. I do not fly over 12,500 ft (3800 m) without oxygen, nor should you. One should not go into the wave without having gone through a military or NASA high-altitude chamber training session. Unless you have done this, you don't know your own individual symptoms of hypoxia (they may not be at all blue fingernails, but something unexpectedly different). It is a humbling experience to go through high-altitude training. You must understand some basics: just because you can go without breathing at Sea Level for two minutes, it does not mean you will not lose consciousness in 30 seconds at 30,000 ft. (Unlike at Sea Level, you have very little dissolved oxygen in your bloodstream at high altitudes).

Equipment. It may be 105 deg Fahrenheit (41 C) on the ground - at 35,000 ft you will have -65 F (-54 C). The best defense, frankly, is quick in-and-out (otherwise your batteries will freeze, etc. etc.). Your oxygen system must be designed for the altitude you fly at, and it must have recent maintenance. Old, high altitude military oxygen systems are not reliable unless a professional shop has recently overhauled them. Diluter demand systems are not good enough above 32,000 ft, you should have a pressure demand system with a pressure mask. Cannula systems are not legal over 25,000 ft. You must have replacement batteries for an electronic system (e.g. EDS). You must continually (each 30 seconds or more often) check your oxygen systems.

Rotors. Sometimes they are benign, sometimes it is like "a rat in a washing machine". To get into the wave, you must generally airtow through rotors; you airtowing must be professionally precise in the roughest conditions. Watch the towplane so you are prepared for the sudden rotor gusts.

ATC. You must recognize that most Center controllers don't expect a glider at high altitudes any more than they would expect to see Mickey Mouse following Santa's reindeer. Don't go into the wave without clearing it with one of the signatories to the airspace agreements. Call the military airspace specialist from the ground in advance. It is required, and it may save you a flight for nothing. Call Center from the air 5-10 minutes in advance of your planned entry. Identify the glider, state it is a glider, identify the wave area into which you request clearance, and the altitude (Flight Level) to which you request clearance. Don't "hog it": if you think you can get higher, call on the way up. Don't stay in the wave area any longer than necessary. The rule should be "quickly in and out". Report each new flight level to your controller as you reach it: since you may not have a Mode 3 transponder, he should be able to build a mental picture of your operation. Report descent, and if you descend slowly, report altitude blocks that you don't need any more. Report out of the wave area. NEVER enter a wave area without authorization. Don't ever leave Center's frequency without your controller's permission when in the wave area, and don't request more than a minute's leave. Report back when you are back on frequency.

Wave Shape and Size. The wave is generally not very wide in the upwind-downwind direction (typically perhaps 1/3 - 1/2 mile 500 to 800 m). Wind speeds at high altitudes are generally high, so you have to establish rather quickly what you need to do to stay in the wave (crabbing angles, distant geographical points to aim at, sometimes you just need to face into the wind so you don't get blown out). Wave clouds in the Rockies are generally not a good indicator - the long cumulus-like rows of rotors show where the wave is. If it looks like the clouds might close in below you sometime in the future - get down now!