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29.5 Operations Problem Areas
29.5.1 A wake encounter can be catastrophic. In
1972 at Fort Worth, Texas, a DC-9 got too close to a
DC-10 (two miles back), rolled, caught a wingtip,
and cartwheeled coming to rest in an inverted
position on the runway. All aboard were killed.
Serious and even fatal general aviation accidents
induced by wake vortices are not uncommon.
However, a wake encounter is not necessarily
hazardous. It can be one or more jolts with varying
severity depending upon the direction of the
encounter, weight of the generating aircraft, size of
the encountering aircraft, distance from the generating
aircraft, and point of vortex encounter. The
probability of induced roll increases when the
encountering aircraft's heading is generally aligned
with the flight path of the generating aircraft.
29.5.2 AVOID THE AREA BELOW AND
BEHIND THE GENERATING AIRCRAFT,
ESPECIALLY AT LOW ALTITUDE WHERE
EVEN A MOMENTARY WAKE ENCOUNTER
COULD BE HAZARDOUS. This is not easy to do.
Some accidents have occurred even though the pilot
of the trailing aircraft had carefully noted that the
aircraft in front was at a considerably lower altitude.
Unfortunately, this does not ensure that the flight path
of the lead aircraft will be below that of the trailing
aircraft.
29.5.3 Pilots should be particularly alert in calm
wind conditions and situations where the vortices
could:
29.5.3.1 Remain in the touchdown area.
29.5.3.2 Drift from aircraft operating on a nearby
runway.
29.5.3.3 Sink into the takeoff or landing path from a
crossing runway.
29.5.3.4 Sink into the traffic pattern from other
airport operations.
29.5.3.5 Sink into the flight path of VFR aircraft
operating on the hemispheric altitude 500 feet below.
29.5.4 Pilots of all aircraft should visualize the
location of the vortex trail behind larger aircraft and
use proper vortex avoidance procedures to achieve
safe operation. It is equally important that pilots of
larger aircraft plan or adjust their flight paths to
minimize vortex exposure to other aircraft.
29.6 Vortex Avoidance Procedures
29.6.1 Under certain conditions, airport traffic
controllers apply procedures for separating IFR
aircraft. If a pilot accepts a clearance to visually
follow a preceding aircraft, the pilot accepts
responsibility for separation and wake turbulence
avoidance. The controllers will also provide to VFR
aircraft, with whom they are in communication and
which in the tower's opinion may be adversely
affected by wake turbulence from a larger aircraft, the
position, altitude and direction of flight of larger
aircraft followed by the phrase “CAUTION - WAKE
TURBULENCE.” After issuing the caution for wake
turbulence, the airport traffic controllers generally do
not provide additional information to the following
aircraft unless the airport traffic controllers know the
following aircraft is overtaking the preceding
aircraft. WHETHER OR NOT A WARNING OR
INFORMATION HAS BEEN GIVEN, HOWEVER,
THE PILOT IS EXPECTED TO ADJUST AIRCRAFT
OPERATIONS AND FLIGHT PATH AS
NECESSARY TO PRECLUDE SERIOUS WAKE
ENCOUNTERS. When any doubt exists about
maintaining safe separation distances between
aircraft during approaches, pilots should ask the
control tower for updates on separation distance and
aircraft groundspeed.
29.6.2 The following vortex avoidance procedures
are recommended for the various situations:
29.6.2.1 Landing Behind a Larger Aircraft-
Same Runway. Stay at or above the larger aircraft's
final approach flight path - note its touchdown point
- land beyond it.
29.6.2.2 Landing Behind a Larger Aircraft-
When a Parallel Runway is Closer Than
2,500Feet. Consider possible drift to your runway.
Stay at or above the larger aircraft's final approach
flight path-note its touchdown point.
29.6.2.3 Landing Behind a Larger Aircraft-
Crossing Runway. Cross above the larger aircraft's
flight path.
29.6.2.4 Landing Behind a Departing Larger
Aircraft-Same Runway. Note the larger aircraft's
rotation point-land well prior to rotation point.
29.6.2.5 Landing Behind a Departing Larger
Aircraft-Crossing Runway. Note the larger
aircraft's rotation point-if past the
intersection-continue the approach-land prior to
30 AUG 07
AIP
United States of America
GEN 3.5-58
15 MAR 07
Nineteenth Edition Federal Aviation Administration
the intersection. If larger aircraft rotates prior to the
intersection, avoid flight below the larger aircraft's
　
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