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concerted efforts to minimize or eliminate the
hazards of trailing vortices. However, the flight
disciplines necessary to ensure vortex avoidance
during VFR operations must be exercised by the
pilot. Vortex visualization and avoidance procedures
should be exercised by the pilot using the same
degree of concern as in collision avoidance.
b. Wake turbulence may be encountered by
aircraft in flight as well as when operating on the
airport movement area.
REFERENCE−
Pilot/Controller Glossary Term− Wake Turbulence.
c. Pilots are reminded that in operations conducted
behind all aircraft, acceptance of instructions from
ATC in the following situations is an acknowledgment
that the pilot will ensure safe takeoff and
landing intervals and accepts the responsibility for
providing wake turbulence separation.
1. Traffic information.
2. Instructions to follow an aircraft; and
3. The acceptance of a visual approach
clearance.
d. For operations conducted behind heavy
aircraft, ATC will specify the word “heavy” when
this information is known. Pilots of heavy aircraft
should always use the word “heavy” in radio
communications.
e. Heavy and large jet aircraft operators should use
the following procedures during an approach to
landing. These procedures establish a dependable
baseline from which pilots of in−trail, lighter aircraft
may reasonably expect to make effective flight path
adjustments to avoid serious wake vortex turbulence.
1. Pilots of aircraft that produce strong wake
vortices should make every attempt to fly on the
established glidepath, not above it; or, if glidepath
guidance is not available, to fly as closely as possible
to a “3−1” glidepath, not above it.
EXAMPLE−
Fly 3,000 feet at 10 miles from touchdown, 1,500 feet at
5 miles, 1,200 feet at 4 miles, and so on to touchdown.
2/19/04 AIM
Wake Turbulence 7−3−7
2. Pilots of aircraft that produce strong wake
vortices should fly as closely as possible to the
approach course centerline or to the extended
centerline of the runway of intended landing as
appropriate to conditions.
f. Pilots operating lighter aircraft on visual
approaches in−trail to aircraft producing strong wake
vortices should use the following procedures to assist
in avoiding wake turbulence. These procedures apply
only to those aircraft that are on visual approaches.
1. Pilots of lighter aircraft should fly on or
above the glidepath. Glidepath reference may be
furnished by an ILS, by a visual approach slope
system, by other ground−based approach slope
guidance systems, or by other means. In the absence
of visible glidepath guidance, pilots may very nearly
duplicate a 3−degree glideslope by adhering to the
“3 to 1” glidepath principle.
EXAMPLE−
Fly 3,000 feet at 10 miles from touchdown, 1,500 feet at
5 miles, 1,200 feet at 4 miles, and so on to touchdown.
2. If the pilot of the lighter following aircraft has
visual contact with the preceding heavier aircraft and
also with the runway, the pilot may further adjust for
possible wake vortex turbulence by the following
practices:
(a) Pick a point of landing no less than
1,000 feet from the arrival end of the runway.
(b) Establish a line−of−sight to that landing
point that is above and in front of the heavier
preceding aircraft.
(c) When possible, note the point of landing
of the heavier preceding aircraft and adjust point of
intended landing as necessary.
EXAMPLE−
A puff of smoke may appear at the 1,000−foot markings of
the runway, showing that touchdown was that point;
therefore, adjust point of intended landing to the
1,500−foot markings.
(d) Maintain the line−of−sight to the point of
intended landing above and ahead of the heavier
preceding aircraft; maintain it to touchdown.
(e) Land beyond the point of landing of the
preceding heavier aircraft.
3. During visual approaches pilots may ask
ATC for updates on separation and groundspeed with
respect to heavier preceding aircraft, especially when
there is any question of safe separation from wake
turbulence.
7−3−9. Air Traffic Wake Turbulence
Separations
a. Because of the possible effects of wake
turbulence, controllers are required to apply no less
than specified minimum separation for aircraft
operating behind a heavy jet and, in certain instances,
behind large nonheavy aircraft (i.e., B757 aircraft).
　
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