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Lee Wave

Legend

Legend

METAR Code

N/A

Weather Symbol

HAZARDS

  • Lee waves can produce turbulence downwind of the barrier. This turbulence is usually constrained to within a few thousand feet of the barrier and below. This turbulence can cause a rapid change of airspeed and altitude for aircraft.
  • Lee waves can lead to changes in wind speed as well as strong up and downdrafts.
  • The wave action of lee waves can also create conditions favourable for rotors (turbulent eddies) beneath the area of lee waves.

About

Definition

Lee waves are a type of mountain wave that are caused by a strong wind flow crossing over some type of barrier, such as a mountain range and constrained to a narrow depth of the atmosphere. Since the phenomena is directly related to the barrier, lee waves are stationary with respect to the barrier.

Associated terms coming soon:

An inversion is a term also associated with lee wave that will be coming soon to the Aviation Meteorology Reference.

Associated Terms

1

Lee Wave

Visualization

Dissipation

Lee waves will continue until there is sufficient change in either the wind speed or direction or if the stability profile of the atmosphere changes. Typical causes for the dissipation of lee waves can include the passage of a low pressure system and its associated cold front or rising pressures on the windward side of the barrier. 

Duration

The duration of lee waves can vary widely depending on several factors, including atmospheric conditions, topography, and wind patterns. Lee waves can persist for relatively short periods, such as minutes or hours, or they can last for several hours or even days in some cases. Observing and forecasting the exact duration of lee waves can be challenging due to the complex interactions between atmospheric conditions and topography. The use of high-resolution models, detailed observations, and interpretation by meteorologists can help provide more accurate estimates of the duration of lee waves in specific situations.

Detecting lee waves can be difficult to distinguish as they are not always visible to the naked eye. The main challenges in forecasting lee waves involve determining if the wind speed, shear, and stability of the atmosphere is going to generate sufficient wave action to cause turbulence. Typically, at least 20 knots at mountain top are the minimum wind speed necessary to develop lee waves. The forecaster must also assess the wind direction and whether or not it is perpendicular to the mountain range, if the atmosphere is stable near the mountaintop, and whether the wind shear is enough to produce lee waves.

Lee waves are not well handled in forecast models as the vertical resolution is not sufficient to resolve these features. Lenticular clouds and rotors are also very localized and require expertise in local topography in order to be able to forecast.

MAIN CONCERNS

Turbulence, airframe damage, possible air sickness and/or injury to passengers on-board. 

Service Providers

Operations Duty Managers

Most often impacts CYYC and the Edmonton FIR as the leeward side of Rockies across Alberta often coincides with lee wave formation. Strategically, the mention of lee waves or mountain waves, the latter being shown in a GFA, and related SIGMETs (when they occur) will be communicated to specialty supervisors and controllers. Lee wave turbulence occurs quite often around CYYC. We do get reports of severe turbulence at times, and this affects our ability to run RVSM separation and increases the workload for controllers. The turbulence forecast is a good tool for predicting this. 

Lee wave turbulence can be extremely dangerous to flight operations within designated mountainous regions of Canada. Within a strong westerly flow across the Rocky Mountains, lee wave effects can be observed 350nm EAST of the BC/Alberta Border, causing mid-level CAT over Southern Saskatchewan. Depending on the depth of the airmass flowing over the mountains, there can be both Vertically and Horizontally propagating lee waves. These lee waves are frequently visible, in the form of ACSL clouds. At low level, within the immediate down-wind vicinity of the blocking mountain range, rotor clouds may form. These horizontally rotating clouds are a visible marker of severe wind shear. The vertical velocity developed within a rotor cloud can easily exceed the performance capabilities of light aircraft to compensate, causing CFIT accidents. If caught in the updraft side of the rotor cloud, a light aircraft may be involuntarily propelled well above the airframe’s safe operating altitude within minutes, creating a serious hypoxia risk for crew and passengers, as well as potentially causing an “altitude bust”, or unauthorized intrusion into controlled airspace, with the risk of separation loss/collision with IFR aircraft in Class A Airspace.

Advisory specialists at sites downstream of mountainous areas always warn when the potential for a lee wave exists and watch for lenticular and roll/rotor clouds to confirm the presence of a lee wave. PIREPs will always be solicited when a lee wave is possible or occurring

Users

We have some exposure to lee waves with flights in and out of YYC and crossing the Rockies on our way to the West Coast along with international flights to destinations in Greenland, the Scottish Highlands, the Alps and the Pyrenees. 

The GFA tends to be the go-to product that would catch a dispatcher's attention in the pre-planning phase and of course, dispatchers pay close attention to SIGMETs to alert us of its presence and associated hazards. Wind direction (forecast discussions) plays a big role, but this can mostly be confirmed by only the most observant dispatchers, so we rely heavily on the forecaster to warn of its presence. In addition to forecasts, real time PIREPS are the most valued indicators of its presence.

When lee wave activity is a concern, flights will be planned to avoid this activity with either lateral deviations or delayed descents further away from the lee of the mountains which can carry additional costs to operators.

For commercial pilots, lee waves have impacts similar to mountain waves. Please see that term for more detail. 

  • As a rule of thumb, general aviation pilots are educated and aware to be extremely cautious of MWA due to the possibility of severe turbulence. Aside from that, and the awareness of lenticular and rotor clouds, they don't have much knowledge of detailed conditions.
  • It is commonly recommended that pilots flying in or near mountainous regions should undergo a mountain flying course to cover this and other related topics.