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Fig. 1
Fig.2
http://www.faa.gov/ats/ato/rvsm_documentation.htm
Reporting Procedures:
General DRVSM operational incidents and
observations should be reported on the
appropriate NASA ASRS reporting form
(available at: http://asrs.arc.nasa.gov/
forms_nf.htm ).
FAA Notice GEN04009 stipulates that pilots
reporting on wake turbulence incidents submit
two forms:
1.) The NASA ASRS General reporting form for
Pilots (NASA ARC 227B). The “Type of Event/
Situation” block on this form should be
annotated with the words, “Wake Turbulence.”
2.) The FAA “Supplemental Wake Turbulence
Information” form (Fig. 1).
Pilots reporting on wake turbulence incidents
are encouraged to file individual NASA ASRS
reports even if a report has been filed through
the Aviation Safety Action Program (ASAP).
Safety Reporting
1. Explanation: Wake Tubulence Reporting Procedures (11 Jan 05)
2. Aviation Safety Reporting System ASRS) "General" Report Form (Pilots, Dispatchers)
3. FAA Supplemental Wake Turbulence Information Form (11 Jan 05)
4. ASRS Home or Main Page
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Supplemental Wake Turbulence Information
Domestic U.S. RVSM Airspace (Flight Levels 290-410)
Name: Date/Time of Occurrence:
Instructions
1. Complete the NASAAviation Safety Reporting System (ASRS) "General Form" (NASA ARC 277B).
2. Annotate the "Type of Event/Situation" block on the NASAASRS form with the words: "Wake Turbulence".
3. Include comments/narrative in the "Event/Situation" section of the NASA ASRS form.
4. Mail this "Supplemental Information" form with the "General Form" or write the information in the
"Event/Situation" section of the ASRS form.
Information
Were you aware of the other aircraft before the event? YES
If so, how? Visual ATC Traffic Advisory
What was the position of the OTHER AIRCRAFT ered wake turbulence?
Level Flight Level
Climbing Descending
Opposite direction Feet Miles past
Same direction Fe Miles in front
Converging Miles away
Crossing Miles in front
Briefly characterize the magnitude of the wake
turbulence:
Did you experien CELERATION?
YES
What was the change in ALTITUDE? Feet up Feet down
What was the change in aircraft ATTITUDE? Estimate angle of change in:
PITCH ROLL YAW
Was there buffeting? YES NO
Was there stick shake? YES NO
Was the autopilot engaged? YES NO
Was the auto throttle engaged? YES NO
Website Addresses
1. NASAASRSWebsite: http://www.asrs.arc.nasa.gov.main nf.htm
2. FAA RVSM Documentation Webpage: http://www.faa.gov/ats/ato/rvsm_documentation.htm
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These reports to NASA/ASRS were received prior to
the implementation of DRVSM, however the
“lessons learned” deal with issues that are relevant
to flight within all RVSM airspace.
High Altitude Maneuvering
While this incident resulted from an encounter with
“same altitude” traffic, an increase in traffic-related
maneuvering is possible with the implementation of
DRVSM. As this A320 crew suggests, a simulator
refresher on high altitude maneuvering might prevent
the need for adjusting passenger attitudes later.
 ATC gave us a 20-degree right turn for traffic and
said, “Make it a tight turn.” I turned off the autopilot and
immediately commenced a turn. Simultaneously, we got a
TCAS Traffic Alert. The target was at the 11 o’clock
position, amber, and closing at our altitude. While [we
were] still turning, the target turned red and we got a
TCAS II “Climb” Resolution Alert. I advanced the power
to TOGA and pulled up. In doing so, I caused some Gloading
and the airframe momentarily buffeted. I rolled
wings level, and decreased the climb rate. After 500-600
feet of climb, I leveled and we got a “Clear of conflict”
aural message. The flight attendants and several
passengers were standing at the time. Some passengers
were understandably concerned and upset. The Captain
made an explanatory PA. I have recommended simulator
training in high altitude RA maneuvers to my company.
With Domestic RVSM, this situation may well become
　
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