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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.
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.
n  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:
n  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!
Trailing in a Tailwind
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
Notable NOTAMs
Installation of a new or temporary Tower may surprise
some local pilots—like this general aviation reporter who
did not check NOTAMs before a routine flight:
n  Local flight of 15 miles on a CAVU day. Approaching
my destination, I called for traffic and runway advisory
on CTAF, just like I had done for years. No reply, but
sometimes they are away from the radio, so no big deal. I
could see aircraft taking off and landing on runway 25, so
I set up for that, calling downwind and base. Then
someone (unknown) called and told me that there was now
a Tower in operation on frequency 119.15. Not wanting to
make a bad situation worse, I made a go-around and
switched to the Tower. They cleared me for a normal
landing.
This was NOTAMed, but really—who checks NOTAMs for
a 15-mile flight on a beautiful CAVU day? Me—next time.
Even when pilots check for NOTAMs, they may still come
up empty-handed, as did this ASRS reporter:
n  I obtained a computer briefing for VFR flight. I
obtained flight following immediately after leaving home
airport, and continued flight following through two states.
About 15 miles north of XYZ, I tuned in XYZ ATIS to hear
a message that said the Tower was closed. There was
nothing else besides this. I overflew the Class D airspace
at 4,000 feet, and landed [at the next airport, 25 miles
further south].
After refueling, I continued to [my destination], where I
was asked by ATC to contact an FAA person upon landing.
I learned that a NOTAM was in effect for the airspace
above XYZ for an airshow.
Obviously, with enough diligence, I could have found this
　
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