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in the enroute environment.
Some of the factors to be analyzed will include magnitude
of wake encounter, aircraft spacing, aircraft type, runway
configuration, and consequences from the encounter. This
effort began in March 2007.
In order to provide the level of detail needed to fully
understand these hazards and the factors affecting them,
ASRS will contact pilots who report wake vortex encounters
to ASRS to request their voluntary participation in
completing a web-based supplemental question set. All
identifying information (names, company affiliations, flight
numbers, etc.) will be removed before ASRS research data
is provided to the FAA. To support FAA and industry efforts
to fully understand wake encounter events, ASRS strongly
encourages pilots who experience a wake vortex encounter
to report these incidents to ASRS and to participate in the
ASRS Wake Vortex Encounter Study.
ASRS To Conduct Wake Vortex
Encounters Study
■ I had just departed Runway 28 and had announced on
CTAF that we were on the published VFR departure and
I was approaching Lake from the east. Just about then, I
picked up a target on the TCAS at the 6-mile range at 12
o’clock and approaching rapidly. The numbers were getting
smaller very quickly and I decided to level off immediately
and acquire the traffic. Seconds later he was in the 2 mile
range. I acquired the traffic but he obviously had not seen
me and I had to turn to the right to...avoid him. It was an
A36 and he was close enough to read his N-number. He was
not on CTAF or Center as I had both frequencies up and
was talking on CTAF. He passed off my left wing about 50
feet above me and 200 feet away.
One of the things that came to mind during this whole
event was that TCAS is a remarkable asset to have...The
TCAS gave me about 30 seconds of “extra” time that I
would not have had otherwise. I figure the closure speed
was about 320 knots as I was climbing at 140 knots and
Bonanzas do about 180 in the descent...Personally, I always
know where the dirt is, but can’t always see the little speck
coming at me at 300+ knots closure speed.
329
from AWOS and the runway information from the local
traffic. As I approached the airport from the north, a light
jet began making announcements for Runway 13 as well.
Since I was close to the field, but not in the pattern and
not in a hurry, I elected to make a simple 360 at 1,000 feet
AGL to give the faster jet the time it needed. Afterwards,
I proceeded to enter the pattern myself as the only plane
airborne and landed without conflict or incident.
As I was taxiing in, another aircraft called UNICOM
asking for an airport advisory, and was told that Runway
13 was active and that it was right traffic. The problem
is I had just flown left traffic, and so my procedure was
improper. No conflict occurred because there were no other
aircraft in the pattern at the time. A conflict could easily
have resulted from this, however. The “cause” was my
failure to note the proper information in a timely fashion...
I did get a full weather brief and checked the airport
information before departure, but...did not notice that
Runway 13 was right traffic.
Both...aircraft [that] landed before me did call their
turns properly, but failed to mention “left” or “right.”
Whenever I fly to an uncontrolled field, I make it a point
to say “left downwind” or “right base,” etc. I’ve noticed
other pilots do this as well in many places, and I’ve seen
more than one get corrected in the process, either by other
aircraft or by UNICOM.
Straight-in approaches to non-Towered fields by VFR
aircraft are discouraged to ensure safe and predictable
traffic pattern flows. A Comanche pilot learned that
straight-in approaches are problematic for another reason
– they may inhibit the use of landing checklists that are
commonly linked to traffic pattern legs.
■ While on third straight-in final for Runway 3, I lowered
the gear switch, added 1 notch of flaps, and called my
position on CTAF. One other aircraft reported his position
as I thought and felt the familiar drag of gear. I located
[the] other aircraft as I continued my approach, added
more flaps, and prepared to land...I failed to verify down
and locked. Once flared over the runway, my aircraft
continued to “float” and then started to sink farther than
normal. I decided to go around and added full power
just as the bottom started to scrape. I kept full power in,
nose-up attitude, normal soft field speed. Once airborne,
　
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