Number 212
February 1997
FAA Calls for Wake Turbulence Reports
Since the inception of an FAA-funded wake turbulence study in March 1995, the Aviation Safety Reporting System (ASRS) has been collecting and analyzing wake turbulence reports submitted by ASRS reporters. The study uses telephone interviews to obtain detailed information about wake turbulence encounters. Its purpose is to gather information which can be used to help reduce the frequency and danger of wake turbulence events. The collection of this data is part of a larger ongoing FAA effort to track and monitor wake turbulence incidents. As a result of the pilot response to previous announcements in CALLBACK and other industry publications, the ASRS has been able to conduct 131 telephone interviews with reporting pilots. The FAA has asked ASRS to continue the study; consequently, ASRS is again seeking pilot reports of recent wake turbulence encounters—those that have occurred within the last six months. Other details of the study’s telephone interviews: s Participation is entirely voluntary, and, as with all ASRS report information, all personally identifying data (names, company affiliations, etc.) will be deleted before the research results are given to the FAA. Only aircraft make/model information will be retained in the ASRS data. s Pilots who submit recent wake turbulence reports to ASRS will be contacted either by a telephone call to the phone number given on the reporting ID strip, or by letter to the address listed on the ID strip (if no phone number is given). Reports from both air carrier and general aviation pilots are needed for the study. s If the reporter agrees to participate in the study, an ASRS analyst will make an appointment for a fortyfive-minute telephone interview to discuss the wake turbulence incident and the factors that led up to it. s As soon as the interview is complete, the report ID strip will be returned, with no record of the reporter’s identity retained by ASRS. ASRS reporting forms are available at FAA Flight Standards District Offices and Flight Service Stations, or they may be requested from ASRS by mail or phone. ASRS mailing address: ASRS, P.O. Box 189, Moffett Field, CA, 94035-0189; ASRS phone: (415) 969-3969. Forms may also be downloaded from the ASRS Internet “Home” Page (at http://olias.arc.nasa.gov/asrs) using the Adobe Acrobat Reader.
Trailing in a Tailwind
A frequent lament among reporters who have participated in the ASRS wake turbulence study is that even when they received wake turbulence warnings from ATC and followed appropriate avoidance procedures, they still encountered another aircraft’s wake. An MD81 First Officer reports taking all the appropriate precautions when trailing a B767, but environmental factors brought all the crew’s efforts to naught.
s Wind was reported 040 at 8 knots. ILS approach
and landing to runway 4. We were following a B767 by about 6 miles. I told the Captain that I would fly one-half to one dot above glide slope for wake turbulence protection. We were given all the proper wake turbulence and separation warnings by both Approach and Tower controllers. I was carrying much less power than usual, even staying one dot high. At about 200 feet MSL, the airplane yawed and banked to the left. I corrected with full right aileron and three-quarter right rudder, and said, “I’m going around.” I applied thrust…and as soon as I pulled up, I regained complete control. An Approach Controller…got word that the wind at the outer marker for runway 4 was 210 at 40 knots. Then it made sense. The aloft tailwind…blew the B767’s wake forward into our glide path. I had never thought about the effect of a tailwind on wakes. I do now. Several reporters suggested simulator and aerobatic training, or unusual attitude recovery training, as valuable tools for surviving wake turbulence encounters.
Takeoff Wake
Wake turbulence events on takeoff are not as common as those encountered on arrival and landing, but can be just as serious, as this B737 Captain reports:
s We were cleared for takeoff right behind an MD80.
As we rolled, he was just lifting off. No clearance yet for visual separation. At about 800 feet AGL, we rolled hard left, bank about 10-15º, with about 50-75% aileron authority to counter the roll. The wake lasted about five seconds. We hit it again at about 4,000 feet AGL, but only a momentary roll. Separation was way too close for comfort!
ASRS Recently Issued Alerts On...
C-401 fire hazard attributed to exhaust manifold failure Trees obstructing an Ohio controller‘s view of taxiways MD-82 cabin smoke attributed to a hydraulic line failure Uncharted 465-foot obstruction on a Louisiana approach Hangar lights interfering with Pennsylvania controller's vision
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
November 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1776 629 114 47
TOTAL
2566
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_212.pdf
February 1997
FAA Calls for Wake Turbulence Reports
Since the inception of an FAA-funded wake turbulence study in March 1995, the Aviation Safety Reporting System (ASRS) has been collecting and analyzing wake turbulence reports submitted by ASRS reporters. The study uses telephone interviews to obtain detailed information about wake turbulence encounters. Its purpose is to gather information which can be used to help reduce the frequency and danger of wake turbulence events. The collection of this data is part of a larger ongoing FAA effort to track and monitor wake turbulence incidents. As a result of the pilot response to previous announcements in CALLBACK and other industry publications, the ASRS has been able to conduct 131 telephone interviews with reporting pilots. The FAA has asked ASRS to continue the study; consequently, ASRS is again seeking pilot reports of recent wake turbulence encounters—those that have occurred within the last six months. Other details of the study’s telephone interviews: s Participation is entirely voluntary, and, as with all ASRS report information, all personally identifying data (names, company affiliations, etc.) will be deleted before the research results are given to the FAA. Only aircraft make/model information will be retained in the ASRS data. s Pilots who submit recent wake turbulence reports to ASRS will be contacted either by a telephone call to the phone number given on the reporting ID strip, or by letter to the address listed on the ID strip (if no phone number is given). Reports from both air carrier and general aviation pilots are needed for the study. s If the reporter agrees to participate in the study, an ASRS analyst will make an appointment for a fortyfive-minute telephone interview to discuss the wake turbulence incident and the factors that led up to it. s As soon as the interview is complete, the report ID strip will be returned, with no record of the reporter’s identity retained by ASRS. ASRS reporting forms are available at FAA Flight Standards District Offices and Flight Service Stations, or they may be requested from ASRS by mail or phone. ASRS mailing address: ASRS, P.O. Box 189, Moffett Field, CA, 94035-0189; ASRS phone: (415) 969-3969. Forms may also be downloaded from the ASRS Internet “Home” Page (at http://olias.arc.nasa.gov/asrs) using the Adobe Acrobat Reader.
Trailing in a Tailwind
A frequent lament among reporters who have participated in the ASRS wake turbulence study is that even when they received wake turbulence warnings from ATC and followed appropriate avoidance procedures, they still encountered another aircraft’s wake. An MD81 First Officer reports taking all the appropriate precautions when trailing a B767, but environmental factors brought all the crew’s efforts to naught.
s Wind was reported 040 at 8 knots. ILS approach
and landing to runway 4. We were following a B767 by about 6 miles. I told the Captain that I would fly one-half to one dot above glide slope for wake turbulence protection. We were given all the proper wake turbulence and separation warnings by both Approach and Tower controllers. I was carrying much less power than usual, even staying one dot high. At about 200 feet MSL, the airplane yawed and banked to the left. I corrected with full right aileron and three-quarter right rudder, and said, “I’m going around.” I applied thrust…and as soon as I pulled up, I regained complete control. An Approach Controller…got word that the wind at the outer marker for runway 4 was 210 at 40 knots. Then it made sense. The aloft tailwind…blew the B767’s wake forward into our glide path. I had never thought about the effect of a tailwind on wakes. I do now. Several reporters suggested simulator and aerobatic training, or unusual attitude recovery training, as valuable tools for surviving wake turbulence encounters.
Takeoff Wake
Wake turbulence events on takeoff are not as common as those encountered on arrival and landing, but can be just as serious, as this B737 Captain reports:
s We were cleared for takeoff right behind an MD80.
As we rolled, he was just lifting off. No clearance yet for visual separation. At about 800 feet AGL, we rolled hard left, bank about 10-15º, with about 50-75% aileron authority to counter the roll. The wake lasted about five seconds. We hit it again at about 4,000 feet AGL, but only a momentary roll. Separation was way too close for comfort!
ASRS Recently Issued Alerts On...
C-401 fire hazard attributed to exhaust manifold failure Trees obstructing an Ohio controller‘s view of taxiways MD-82 cabin smoke attributed to a hydraulic line failure Uncharted 465-foot obstruction on a Louisiana approach Hangar lights interfering with Pennsylvania controller's vision
A Monthly Safety Bulletin from The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://olias.arc.nasa.gov/asrs
November 1996 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1776 629 114 47
TOTAL
2566
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_212.pdf
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