Number 273
May 2002
CAUTION: Wake Turbulence
All pilots are taught to be wary of wake turbulence, the “horizontal tornadoes” that trail behind the wingtips of any aircraft in flight, especially larger and heavier aircraft. The greatest hazard from wake turbulence is induced roll and yaw, particularly during the takeoff and landing phases where there is little altitude for recovery. A Captain’s recent report to ASRS offers a graphic example of wake turbulence hazard: Upon taxiing clear of the active runway, the Tower/Ground controller asked, “Is everyone OK?” Upon reaching the parking area…I discovered that there were no injuries. When the Tower gave me clearance to land, I looked to see where the 727 was on the approach. At the time I felt I was far enough behind the 727 to limit my exposure to his wake turbulence. Obviously, this was incorrect… The Aeronautical Information Manual (Chapter 7, Section 3) and Order 7110.65N, Air Traffic Control (Paragraphs 2-1-19 and 2-1-20) explain the respective pilot and controller responsibilities for wake turbulence avoidance. ATC is responsible in both VFR and IFR conditions for issuing wake turbulence advisories. An airport’s air traffic controllers will provide an advisory to any VFR aircraft on its frequency that may, in the controller’s opinion, be adversely affected by wake turbulence from a larger aircraft. This advisory will give the position, altitude (if known) and direction of flight of the larger aircraft, followed by the phrase, “CAUTION – WAKE TURBULENCE.” However, if a pilot accepts a visual approach clearance to follow an aircraft, the pilot accepts responsibility for separation and wake turbulence avoidance. Because wake turbulence is unpredictable, the controller is not responsible for predicting its existence or effect. When any doubt exists about maintaining safe separation distances between aircraft during approaches, pilots should ask the Tower controller for updates on separation distance and aircraft ground speed.
s [My] PA31-350 was on visual approach to Runway 18,
following a B727. The 727 made a normal, uneventful landing and was in the process of taxiing clear of the active runway when the Tower controller requested [that we] “go around and maintain runway heading” due to traffic still on the runway. I complied with the Tower controller’s request and applied power and began a go-around from 200 feet, when my aircraft was “rocked” by the wing tip vortices of the already landed B727. Wind at the time was reported by the ATIS as “calm.” My PA31-350 aircraft entered an uncommanded right bank of 60 degrees... I confirmed that both engines were making full power. I applied opposite aileron input to counteract the uncommanded bank. I was unable to escape the effects of the wing tip vortices. I exited the vortex approximately 800 horizontal feet later... The airplane wings leveled, and then the aircraft entered a second uncommanded bank of 20-30 degrees, this time to the left. At approximately 1/4 the way down the runway, I regained complete control... The Tower controller…requested that I join left downwind, cleared to land. I followed the request and landed safely.
Respect Rotary Wing Wake
Helicopter wakes may be of significantly greater strength than those from a fixed wing aircraft of the same weight. The strongest wake can occur when the helicopter is operating at lower speeds (20-50 knots), as discovered by this General Aviation fixed wing pilot: Approximately 200-300 feet past the runway threshold, the aircraft suddenly rolled right, yawed right, and sank. Opposite control input failed to arrest the roll or sink, however it did seem to slow the yaw. [The aircraft] impacted the ground right wing low, yawed slightly right and nose high. The aircraft became airborne again and I was able to maintain control and land in the grass parallel to the runway. Damage included a collapsed nose gear assembly, prop strike, gear doors and lower cowl. This event was classified as an incident rather than an accident. Rotor vortices circulate outward, upward, around, and away from the main rotor(s) in all directions. Pilots of small aircraft should operate three or more rotor diameters away from any helicopter in a slow hover taxi, or stationary hover.
s While on downwind leg [to uncontrolled airport], a light
helicopter entered final approach from the north. When turning from base to final, I had him in sight near the runway threshold, slightly right of the runway. He proceeded to move right to the parallel taxiway. I continued the approach, not considering rotor wash to be a factor as he was now at the taxiway and standard glide path could have me above the area he had been near the runway.
ASRS Recently Issued Alerts On…
CL65 uncommanded yaw and roll at FL310 Dassault Falcon 20 brake handle malfunction EMB-145 main and auxiliary trim actuator failure Taxiway “hold short” markings at several airports
Runway conflict between a departing G-IV and taxiing B727
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
March 2002 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2155 735 69 171 3130
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_273.pdf
May 2002
CAUTION: Wake Turbulence
All pilots are taught to be wary of wake turbulence, the “horizontal tornadoes” that trail behind the wingtips of any aircraft in flight, especially larger and heavier aircraft. The greatest hazard from wake turbulence is induced roll and yaw, particularly during the takeoff and landing phases where there is little altitude for recovery. A Captain’s recent report to ASRS offers a graphic example of wake turbulence hazard: Upon taxiing clear of the active runway, the Tower/Ground controller asked, “Is everyone OK?” Upon reaching the parking area…I discovered that there were no injuries. When the Tower gave me clearance to land, I looked to see where the 727 was on the approach. At the time I felt I was far enough behind the 727 to limit my exposure to his wake turbulence. Obviously, this was incorrect… The Aeronautical Information Manual (Chapter 7, Section 3) and Order 7110.65N, Air Traffic Control (Paragraphs 2-1-19 and 2-1-20) explain the respective pilot and controller responsibilities for wake turbulence avoidance. ATC is responsible in both VFR and IFR conditions for issuing wake turbulence advisories. An airport’s air traffic controllers will provide an advisory to any VFR aircraft on its frequency that may, in the controller’s opinion, be adversely affected by wake turbulence from a larger aircraft. This advisory will give the position, altitude (if known) and direction of flight of the larger aircraft, followed by the phrase, “CAUTION – WAKE TURBULENCE.” However, if a pilot accepts a visual approach clearance to follow an aircraft, the pilot accepts responsibility for separation and wake turbulence avoidance. Because wake turbulence is unpredictable, the controller is not responsible for predicting its existence or effect. When any doubt exists about maintaining safe separation distances between aircraft during approaches, pilots should ask the Tower controller for updates on separation distance and aircraft ground speed.
s [My] PA31-350 was on visual approach to Runway 18,
following a B727. The 727 made a normal, uneventful landing and was in the process of taxiing clear of the active runway when the Tower controller requested [that we] “go around and maintain runway heading” due to traffic still on the runway. I complied with the Tower controller’s request and applied power and began a go-around from 200 feet, when my aircraft was “rocked” by the wing tip vortices of the already landed B727. Wind at the time was reported by the ATIS as “calm.” My PA31-350 aircraft entered an uncommanded right bank of 60 degrees... I confirmed that both engines were making full power. I applied opposite aileron input to counteract the uncommanded bank. I was unable to escape the effects of the wing tip vortices. I exited the vortex approximately 800 horizontal feet later... The airplane wings leveled, and then the aircraft entered a second uncommanded bank of 20-30 degrees, this time to the left. At approximately 1/4 the way down the runway, I regained complete control... The Tower controller…requested that I join left downwind, cleared to land. I followed the request and landed safely.
Respect Rotary Wing Wake
Helicopter wakes may be of significantly greater strength than those from a fixed wing aircraft of the same weight. The strongest wake can occur when the helicopter is operating at lower speeds (20-50 knots), as discovered by this General Aviation fixed wing pilot: Approximately 200-300 feet past the runway threshold, the aircraft suddenly rolled right, yawed right, and sank. Opposite control input failed to arrest the roll or sink, however it did seem to slow the yaw. [The aircraft] impacted the ground right wing low, yawed slightly right and nose high. The aircraft became airborne again and I was able to maintain control and land in the grass parallel to the runway. Damage included a collapsed nose gear assembly, prop strike, gear doors and lower cowl. This event was classified as an incident rather than an accident. Rotor vortices circulate outward, upward, around, and away from the main rotor(s) in all directions. Pilots of small aircraft should operate three or more rotor diameters away from any helicopter in a slow hover taxi, or stationary hover.
s While on downwind leg [to uncontrolled airport], a light
helicopter entered final approach from the north. When turning from base to final, I had him in sight near the runway threshold, slightly right of the runway. He proceeded to move right to the parallel taxiway. I continued the approach, not considering rotor wash to be a factor as he was now at the taxiway and standard glide path could have me above the area he had been near the runway.
ASRS Recently Issued Alerts On…
CL65 uncommanded yaw and roll at FL310 Dassault Falcon 20 brake handle malfunction EMB-145 main and auxiliary trim actuator failure Taxiway “hold short” markings at several airports
Runway conflict between a departing G-IV and taxiing B727
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
March 2002 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2155 735 69 171 3130
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_273.pdf
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