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ASRS Database Report Set
Wake Turbulence Encounters
Report Set Description .........................................A sampling of reports from flight crews encountering, or affected by, turbojet wake turbulence.
Update Number ....................................................18.0
Date of Update .....................................................May 31, 2017
Number of Records in Report Set ........................50
Number of New Records in Report Set ...............50
Type of Records in Report Set .............................For each update, new records received at ASRS will displace a like number of the oldest records in the Report Set, with the objective of providing the fifty most recent relevant ASRS Database records. Records within this Report Set have been screened to assure their relevance to the topic.
National Aeronautics and Space Administration
Ames Research Center Moffett Field, CA 94035-1000
TH: 262-7
MEMORANDUM FOR: Recipients of Aviation Safety Reporting System Data
SUBJECT: Data Derived from ASRS Reports
The attached material is furnished pursuant to a request for data from the NASA Aviation Safety Reporting System (ASRS). Recipients of this material are reminded when evaluating these data of the following points.
ASRS reports are submitted voluntarily. The existence in the ASRS database of reports concerning a specific topic cannot, therefore, be used to infer the prevalence of that problem within the National Airspace System.
Information contained in reports submitted to ASRS may be amplified by further contact with the individual who submitted them, but the information provided by the reporter is not investigated further. Such information represents the perspective of the specific individual who is describing their experience and perception of a safety related event.
After preliminary processing, all ASRS reports are de-identified and the identity of the individual who submitted the report is permanently eliminated. All ASRS report processing systems are designed to protect identifying information submitted by reporters; including names, company affiliations, and specific times of incident occurrence. After a report has been de-identified, any verification of information submitted to ASRS would be limited.
The National Aeronautics and Space Administration and its ASRS current contractor, Booz Allen Hamilton, specifically disclaim any responsibility for any interpretation which may be made by others of any material or data furnished by NASA in response to queries of the ASRS database and related materials.
Linda J. Connell, Director NASA Aviation Safety Reporting System
CAVEAT REGARDING USE OF ASRS DATA
Certain caveats apply to the use of ASRS data. All ASRS reports are voluntarily submitted, and thus cannot be considered a measured random sample of the full population of like events. For example, we receive several thousand altitude deviation reports each year. This number may comprise over half of all the altitude deviations that occur, or it may be just a small fraction of total occurrences.
Moreover, not all pilots, controllers, mechanics, flight attendants, dispatchers or other participants in the aviation system are equally aware of the ASRS or may be equally willing to report. Thus, the data can reflect reporting biases. These biases, which are not fully known or measurable, may influence ASRS information. A safety problem such as near midair collisions (NMACs) may appear to be more highly concentrated in area “A” than area “B” simply because the airmen who operate in area “A” are more aware of the ASRS program and more inclined to report should an NMAC occur. Any type of subjective, voluntary reporting will have these limitations related to quantitative statistical analysis.
One thing that can be known from ASRS data is that the number of reports received concerning specific event types represents the lower measure of the true number of such events that are occurring. For example, if ASRS receives 881 reports of track deviations in 2010 (this number is purely hypothetical), then it can be known with some certainty that at least 881 such events have occurred in 2010. With these statistical limitations in mind, we believe that the real power of ASRS data is the qualitative information contained in report narratives. The pilots, controllers, and others who report tell us about aviation safety incidents and situations in detail – explaining what happened, and more importantly, why it happened. Using report narratives effectively requires an extra measure of study, but the knowledge derived is well worth the added effort.
Report Synopses
ACN: 1438755 (1 of 50)
Synopsis A319 flight crew reported an "aggressive" roll resulted after encountering wake turbulence
at FL320 from a crossing A300. A Flight Attendant hit her head during the encounter.
ACN: 1437089 (2 of 50)
Synopsis B737-700 Captain reported encountering wake turbulence in cruise flight at FL360 that
resulted in an abrupt bank to the right.
ACN: 1435930 (3 of 50)
Synopsis A320 pilot reported executing a go-around on final to EWR when they encountered wake
turbulence in trail of a B757.
ACN: 1434941 (4 of 50)
Synopsis EMB-170 First Officer reported executing a go-around after encountering wake turbulence
from a C-17.
ACN: 1434840 (5 of 50)
Synopsis B737-800 Captain reported the flying FO had directional control difficulties that led to a
rejected takeoff on Runway 22L at ORD, wake turbulence from landing traffic traffic on
Runway 28C was cited as a possible factor.
ACN: 1432706 (6 of 50)
Synopsis B737 First Officer reported encountering wake turbulence from the preceding air carrier
departing LAS when the preceding flight slowed to make a climb restriction.
ACN: 1432421 (7 of 50)
Synopsis B767 First Officer reported encountering wake turbulence from a preceding B747 on arrival
into EHAM.
ACN: 1432107 (8 of 50)
Synopsis
C182 pilot reported his aircraft violently rolled approximately 120 degrees to the right
after encountering wake turbulence from a preceding B737 in the DEN airport area.
ACN: 1431659 (9 of 50)
Synopsis B747 flight crew reported a wake turbulence encounter during final approach to SFO
Runway 28L from an aircraft landing on 28R.
ACN: 1431083 (10 of 50)
Synopsis CRJ-700 flight crew and an Enroute Controller reported a crew member injury resulted
from a wake vortex encounter with an A380 in cruise flight.
ACN: 1428045 (11 of 50)
Synopsis The pilot of a Diamond DV20 reported that while attempting to takeoff the aircraft
suddenly sped up, the pilot lost control of the aircraft and it departed the runway.
ACN: 1426390 (12 of 50)
Synopsis EMB-145 Captain reported getting a stick shaker departing EWR after encountering wake
from the preceding aircraft.
ACN: 1424372 (13 of 50)
Synopsis B767 First Officer reported encountering wake turbulence on departure from EGLL in trail
of a B747.
ACN: 1422831 (14 of 50)
Synopsis CRJ-200 Captain reported the aircraft "snap-rolled violently" when they encountered wake
turbulence inbound to LGA.
ACN: 1421813 (15 of 50)
Synopsis Air carrier flight crew reported a track deviation occurred when the First Officer had
difficulty interpreting the new flight director's guidance.
ACN: 1421106 (16 of 50)
Synopsis CRJ-700 First Officer reported executing a go-around on final approach after encountering
wake turbulence in trail of a heavy B767 that had executed a go-around as well.
ACN: 1420716 (17 of 50)
Synopsis Glasair III pilot reported a wake turbulence encounter departing LNC with a B737 inbound
to another airport. Reporter expressed concern that his NavWorx TIS-B unit did not alert
him to the traffic.
ACN: 1420247 (18 of 50)
Synopsis CRJ-200 First Officer reported encountering wake turbulence while on approach to ATL
airport behind a B717 inbound to a parallel runway.
ACN: 1417236 (19 of 50)
Synopsis EMB-145 flight crew reported flying through the localizer on approach to ORD when he was
distracted by wake turbulence.
ACN: 1416878 (20 of 50)
Synopsis B737-700 Captain reported executing a go-around after encountering wake turbulence
from a B747 landing on the parallel runway at SFO.
ACN: 1415197 (21 of 50)
Synopsis A321 pilot reported encountering wake vortices as he was taking off full length on JFK
Runway 31L from an A380 that had just landed on that runway.
ACN: 1414784 (22 of 50)
Synopsis I90 TRACON Controller's trainee did not use proper procedures to ensure wake turbulence
separation between successive arrivals.
ACN: 1414474 (23 of 50)
Synopsis
CRJ-200 flight crew reported encountering wake turbulence on approach to ATL about 10
miles in trail of a B747-8. Flight crew stated they were pressured by ATC to fly a path they
were not comfortable with.
ACN: 1414151 (24 of 50)
Synopsis EMB-175 flight crew reported executing a go-around after encountering wake turbulence in
trail of an Airbus on final approach to IAH.
ACN: 1414131 (25 of 50)
Synopsis EMB-175 First Officer reported encountering wake turbulence in trail of a B777 on short
final to LAX.
ACN: 1413522 (26 of 50)
Synopsis CL30 pilot reported the aircraft rolled suddenly left and right exceeding 30 degrees of bank
after encountering wake turbulence on approach to MEM.
ACN: 1412801 (27 of 50)
Synopsis B737-800 First Officer reported executing a go-around after receiving a GPWS warning
triggered by an improper flap setting. Reporter cited distraction following a wake
turbulence encounter in trail of a B787.
ACN: 1412402 (28 of 50)
Synopsis A320 Captain reported a flap overspeed on approach to EWR due to either turbulence or
wake vortices.
ACN: 1411582 (29 of 50)
Synopsis IAH Tower Controller reported a B767 was improperly coded as a B737 and thus proper
wake procedures were not followed on the arrival.
ACN: 1411542 (30 of 50)
Synopsis
Burbank Tower Controller reported of a wake turbulence separation loss due to re-
categorization of separation rules. Controller departed an aircraft into the wake of an
opposite direction arrival aircraft and did not have the correct separation.
ACN: 1411438 (31 of 50)
Synopsis B737 flight crew reported a "severe" wake turbulence encounter on arrival into LAX 15
miles in trail of an A380.
ACN: 1411058 (32 of 50)
Synopsis CRJ-200 First Officer reported encountering wake turbulence on approach to ATL five miles
in trail of a B757 that resulted in a "sharp" left roll.
ACN: 1409924 (33 of 50)
Synopsis A320 flight crew reported a flap overspeed shortly after takeoff when they encountered a
rapidly increasing headwind and wake turbulence from the preceding B757.
ACN: 1409296 (34 of 50)
Synopsis B737-700 Captain reported encountering wake turbulence at FL310 from an opposite
direction B747 at FL320. Reporter stated he would like to see the separation standards
increased.
ACN: 1408242 (35 of 50)
Synopsis G550 First Officer reported a wake turbulence encounter at 17,000 feet while ten miles in
trail of an A380 that resulted in a 20 to 30 degree roll and a loss of 200 feet.
ACN: 1407339 (36 of 50)
Synopsis Regional jet pilot reported wake turbulence concerns related to departing behind and
following aircraft into and out of airports. Pilot stated ATC appears to be in a rush.
ACN: 1407328 (37 of 50)
Synopsis B737-800 Captain reported encountering "extreme" wake turbulence at approximately
1,200 feet AGL departing DFW in trail of an A321.
ACN: 1407147 (38 of 50)
Synopsis Single engine aircraft pilot reported the aircraft incurred minor damage during a wake
turbulence encounter with an MD11.
ACN: 1406756 (39 of 50)
Synopsis EMB-175 flight crew reported encountering wake turbulence from a preceding B777 on
arrival into LAX.
ACN: 1406143 (40 of 50)
Synopsis B737-800 Captain reported a track deviation occurred departing DCA when they were
distracted by a wake turbulence encounter.
ACN: 1405673 (41 of 50)
Synopsis Medium size regional jet First Officer reported overshooting a crossing restriction climbing
out of OAK as they were dealing with a wake turbulence encounter from the preceding
MD-11.
ACN: 1404436 (42 of 50)
Synopsis B737 flight crew reported missing a crossing restriction after encountering wake
turbulence during descent into ORD.
ACN: 1403281 (43 of 50)
Synopsis EMB-145 flight crew reported a loss of control and aircraft upset following a wake
turbulence encounter on approach to BWI in trail of a B737 which caused a 90 degree
bank.
ACN: 1402975 (44 of 50)
Synopsis CRJ-200 Captain reported encountering wake turbulence departing ATL ten miles in trail of
an A321.
ACN: 1402692 (45 of 50)
Synopsis CRJ-200 Captain reported they experienced a brief stick shaker shortly after takeoff
associated with pitch rate, turbulence, and a possible wake vortex encounter.
ACN: 1402000 (46 of 50)
Synopsis PC-12 Captain reported they experienced a 30-40 degree bank and 5-10 degree pitch
down when they encountered wake turbulence on arrival into ATL in trail of a "small
Airbus".
ACN: 1401976 (47 of 50)
Synopsis ERJ-190 Captain reported the nose swung 20 to 30 degrees left on the takeoff roll in
response to a wind gust or wake from the previous takeoff.
ACN: 1401464 (48 of 50)
Synopsis CRJ-200 First Officer reported a track deviation occurred when they delayed their turn on
the SID departing ATL because of a wake turbulence encounter.
ACN: 1400248 (49 of 50)
Synopsis M20J pilot reported having difficulty with complying with ATC headings when the workload
of a night IFR flight became more than he could comfortably handle.
ACN: 1399829 (50 of 50)
Synopsis EMB-175 Captain reported receiving several EICAS messages on system anomalies that
were determined to be a result of a wake turbulence encounter during approach. All items
were successfully cleared after landing.
Report Narratives
ACN: 1438755 (1 of 50)
Time / Day
Date : 201704
Local Time Of Day : 1801-2400
Place
Locale Reference.ATC Facility : ZLC.ARTCC
State Reference : UT
Altitude.MSL.Single Value : 32000
Environment
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.Center : ZLC
Aircraft Operator : Air Carrier
Make Model Name : A319
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Cruise
Airspace.Class A : ZLC
Aircraft : 2
Reference : Y
ATC / Advisory.Center : ZLC
Aircraft Operator : Air Carrier
Make Model Name : A300
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Flight Phase : Cruise
Airspace.Class A : ZLC
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 160
Experience.Flight Crew.Type : 4185
ASRS Report Number.Accession Number : 1438755
Analyst Callback : Attempted
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 70
Experience.Flight Crew.Type : 710
ASRS Report Number.Accession Number : 1439140
Events
Anomaly.ATC Issue : All Types
Anomaly.Flight Deck / Cabin / Aircraft Event : Illness
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Physical Injury / Incapacitation
Result.Flight Crew : Requested ATC Assistance / Clarification
Result.Air Traffic Control : Issued Advisory / Alert
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
While at FL320 in completely smooth air we encountered a jolt of moderate turbulence
lasting approximately 2 seconds. This was followed by another jolt of turbulence lasting 2-
3 seconds that was moderate to more than moderate, but not fitting of the definition of
severe in intensity (FOM), and about 3-5 seconds after the first encounter. In our vicinity
an airplane had just passed in front and above us and was abeam our aircraft when the
turbulence was encountered. I immediately suspected a wake encounter. This occurred
about 100 miles south-southeast of BIL. We asked ATC what kind of aircraft it was and he
said his designation was a Heavy Airbus A300. A flight attendant in the rear of the aircraft
reported bumping her head. No other injuries to passengers and crew.
Narrative: 2
At FL320, prior to top of descent, we flew underneath a heavy Airbus 300, with no warning
from ATC and the airplane dropped and rolled aggressively. We immediately put the fasten
seatbelt sign on and checked in with the flight attendants. One flight attendant said she hit
her head on the bathroom door.
Synopsis
A319 flight crew reported an "aggressive" roll resulted after encountering wake turbulence
at FL320 from a crossing A300. A Flight Attendant hit her head during the encounter.
ACN: 1437089 (2 of 50)
Time / Day
Date : 201703
Local Time Of Day : 1201-1800
Place
Locale Reference.ATC Facility : ZTL.ARTCC
State Reference : GA
Altitude.MSL.Single Value : 36000
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Center : ZTL
Aircraft Operator : Air Carrier
Make Model Name : B737-700
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Cruise
Airspace.Class A : ZTL
Aircraft : 2
Reference : Y
ATC / Advisory.Center : ZTL
Make Model Name : Commercial Fixed Wing
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Flight Phase : Cruise
Airspace.Class A : ZTL
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 180
Experience.Flight Crew.Type : 5000
ASRS Report Number.Accession Number : 1437089
Analyst Callback : Completed
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Air Traffic Control : Issued New Clearance
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
While at cruise at FL360, FO was PF, the aircraft abruptly banked to the right. Autopilot
could not counter rate of roll and FO intervened manually. Return to wings level flight
accomplished. Descent and turn off course was requested to avoid additional wake
turbulence. I checked with the Flight Attendants to verify they and the passengers were
ok. After the flight, we debriefed as a crew. Dispatch and Chief Pilot were notified after the
flight.
Callback: 1
Reporter had no additional information to add to the report.
Synopsis
B737-700 Captain reported encountering wake turbulence in cruise flight at FL360 that
resulted in an abrupt bank to the right.
ACN: 1435930 (3 of 50)
Time / Day
Date : 201703
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : EWR.Airport
State Reference : NJ
Altitude.AGL.Single Value : 200
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : EWR
Aircraft Operator : Air Carrier
Make Model Name : A320
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Final Approach
Airspace.Class B : NYC
Aircraft : 2
Reference : Y
ATC / Advisory.Ground : EWR
Aircraft Operator : Air Carrier
Make Model Name : B757 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Flight Phase : Taxi
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1435930
Analyst Callback : Attempted
Events
Anomaly.Conflict : Airborne Conflict
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Executed Go Around / Missed Approach
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
On approach, we [were] spaced close behind a B757. At approximately 200 feet AGL, we
started to encounter some wake. Elected to go-around because the approach had become
unstable.
Synopsis
A320 pilot reported executing a go-around on final to EWR when they encountered wake
turbulence in trail of a B757.
ACN: 1434941 (4 of 50)
Time / Day
Date : 201703
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : PHX.Airport
State Reference : AZ
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : P50
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 170/175 ER/LR
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Initial Approach
Airspace.Class B : PHX
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : P50
Aircraft Operator : Military
Make Model Name : Globemaster (C-17)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 91
Mission : Cargo / Freight
Airspace.Class B : PHX
Component
Aircraft Component : Autopilot
Aircraft Reference : X
Problem : Failed
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1434941
Analyst Callback : Attempted
Events
Anomaly.Aircraft Equipment Problem : Less Severe
Anomaly.Conflict : Airborne Conflict
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Automation : Aircraft RA
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Executed Go Around / Missed Approach
Result.Flight Crew : FLC complied w / Automation / Advisory
Assessments
Contributing Factors / Situations : Aircraft
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
During cruise the AP failed and was unable to be reset inflight so the rest of the flight was
hand flown. During the approach we encountered wake turbulence from a C-17 and
executed a go around. ATC assigned runway heading to 4000 and reaching 3500 feet we
received a traffic alert and an RA which we complied with. We were then vectored back for
another approach without incident.
Synopsis
EMB-170 First Officer reported executing a go-around after encountering wake turbulence
from a C-17.
ACN: 1434840 (5 of 50)
Time / Day
Date : 201703
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : ORD.Airport
State Reference : IL
Altitude.AGL.Single Value : 0
Aircraft
Reference : X
ATC / Advisory.Tower : ORD
Aircraft Operator : Air Carrier
Make Model Name : B737-800
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Takeoff
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1434840
Human Factors : Training / Qualification
Analyst Callback : Attempted
Events
Anomaly.Ground Event / Encounter : Loss Of Aircraft Control
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Returned To Gate
Result.Flight Crew : Rejected Takeoff
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Primary Problem : Ambiguous
Narrative: 1
ORD Runway 22L, ATIS wind 180@4. First Officer takeoff. Shortly after takeoff power was
set with N1's matched, airplane yawed abruptly left. FO attempted to correct with right
rudder. Aircraft didn't seem to respond at first and then yawed abruptly to the right.
Captain took control and rejected takeoff at about 75 kts. We were able to taxi back to the
gate without any other control issues. To me it felt like brakes were being applied on one
rudder pedal at a time. I debriefed the FO and asked if he might have been applying
brakes while attempting to steer the aircraft during takeoff and he said absolutely not. He
said his feet were low on the pedals.
I was contacted by the FOQA Gate Keeper as the lateral yaw triggered a FOQA event. I
explained to the Gate Keeper the facts of the event as stated above. I asked him to look at
any technical data that he had available to see if there was any unusual brake applications
during the takeoff roll. He said he could see none.
Coincidently, after telling the story of my rejected takeoff to my current First Officer, He
informed me that he has had the exact same thing happen to him on at least two separate
occasions while departing runway 22L at ORD. His events occurred following aircraft
landing on 28C and suggested that what we may have felt was wake turbulence from the
landing aircraft. In my event, I don't recall if an aircraft had just landed on 28C but it
might be worth looking into and passing on to ATC at ORD and other pilots.
Synopsis
B737-800 Captain reported the flying FO had directional control difficulties that led to a
rejected takeoff on Runway 22L at ORD, wake turbulence from landing traffic traffic on
Runway 28C was cited as a possible factor.
ACN: 1432706 (6 of 50)
Time / Day
Date : 201703
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : LAS.Airport
State Reference : NV
Altitude.MSL.Single Value : 8000
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : L30
Aircraft Operator : Air Carrier
Make Model Name : B737 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Climb
Route In Use.SID : TRALR 7
Airspace.Class B : LAS
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : L30
Aircraft Operator : Air Carrier
Make Model Name : Large Transport, Low Wing, 2 Turbojet Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Climb
Route In Use.SID : TRALR 7
Airspace.Class B : LAS
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 181
ASRS Report Number.Accession Number : 1432706
Human Factors : Situational Awareness
Analyst Callback : Attempted
Events
Anomaly.Conflict : Airborne Conflict
Anomaly.Deviation - Track / Heading : All Types
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Automation : Aircraft RA
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Air Traffic Control : Issued New Clearance
Assessments
Contributing Factors / Situations : Human Factors
Primary Problem : Human Factors
Narrative: 1
We departed LAS climbing LNAV/VNAV on the TRALR 7 Departure behind another carrier's
aircraft. We were in compliance with the SID speed and altitudes. We encountered wake
turbulence at 8000 ft. We noticed then that we were just under five miles in trail with a
rapid closure rate. We were visually closing faster than I was comfortable so I told the
Captain I was commencing a right turn off course for traffic avoidance and to advise
Departure Control. Just after beginning the turn we received a TCAS RA and I
disconnected the autopilot to comply. ATC told us to turn left but in our judgment that
would have put us in jeopardy of collision with [the other] aircraft so I continued a right
hand turn. After we, and ATC, regained separation, I reengaged the autopilot. We were
then given vectors on course.
After separation and resuming on course, ATC asked [the preceding flight] why they were
at such a slow speed. They replied that they had slowed to make an altitude restriction.
Also, no TCAS TA preceded the RA.
Synopsis
B737 First Officer reported encountering wake turbulence from the preceding air carrier
departing LAS when the preceding flight slowed to make a climb restriction.
ACN: 1432421 (7 of 50)
Time / Day
Date : 201702
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : EHAM.Airport
State Reference : FO
Altitude.MSL.Single Value : 9300
Environment
Flight Conditions : IMC
Weather Elements / Visibility : Cloudy
Weather Elements / Visibility.Visibility : 1
Light : Dawn
Aircraft : 1
Reference : X
ATC / Advisory.Center : EHAA
Aircraft Operator : Air Carrier
Make Model Name : B767 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Descent
Route In Use : Direct
Aircraft : 2
Reference : Y
ATC / Advisory.Center : EHAA
Aircraft Operator : Air Carrier
Make Model Name : B747-400
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 129
Flight Plan : IFR
Mission : Cargo / Freight
Flight Phase : Descent
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Relief Pilot
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 13000
Experience.Flight Crew.Last 90 Days : 210
Experience.Flight Crew.Type : 1300
ASRS Report Number.Accession Number : 1432421
Human Factors : Situational Awareness
Human Factors : Communication Breakdown
Communication Breakdown.Party1 : Flight Crew
Communication Breakdown.Party2 : ATC
Analyst Callback : Attempted
Events
Anomaly.ATC Issue : All Types
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Became Reoriented
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
Approximately 9 miles behind a B747-400 both going to EHAM. ATC asked us to expedite
descent (cleared to FL70) on our direct SPL. Aircraft on autopilot in Flight Level change.
Speed 250 KIAS. We were not made aware of traffic category or type, but we had heard
an aircraft told to speed up as we were told to slow down earlier and surmised that the
target on TCAS was that traffic. I later figured out that it was a 747. We got a wake
encounter at about FL94. Aircraft banked right about 15 degrees while control column was
to left about 1/2 deflection. The roll was very uncoordinated (slip). I later saw on Flight
Aware that our track changed by 3 degrees. The duration was about 10 seconds. The
speed did vary but I did not see how much (aircraft was at flight idle).
ATC didn't give us any "caution wake" prior and we couldn't discern the word "heavy" in
any radio calls (either from ATC or the traffic). Language/accent may have been a factor.
The native Dutch to Dutch transmissions, in English, are difficult to understand the call
signs (might be radios).
Probably was a minor wake upset, but could have been more severe if passengers hadn't
been down earlier. Flight attendants did complain later, but no one was injured.
Synopsis
B767 First Officer reported encountering wake turbulence from a preceding B747 on arrival
into EHAM.
ACN: 1432107 (8 of 50)
Time / Day
Date : 201610
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : DEN.Airport
State Reference : CO
Relative Position.Distance.Nautical Miles : 10
Altitude.MSL.Single Value : 7500
Environment
Flight Conditions : VMC
Weather Elements / Visibility : Turbulence
Weather Elements / Visibility.Visibility : 10
Light : Daylight
Ceiling.Single Value : 10000
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : D01
Aircraft Operator : Personal
Make Model Name : Skylane 182/RG Turbo Skylane/RG
Crew Size.Number Of Crew : 1
Operating Under FAR Part : Part 91
Flight Plan : None
Mission : Personal
Flight Phase : Descent
Route In Use : Visual Approach
Airspace.Class B : DEN
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : D01
Aircraft Operator : Air Carrier
Make Model Name : B737 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Initial Approach
Route In Use : Visual Approach
Airspace.Class B : DEN
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Personal
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Single Pilot
Qualification.Flight Crew : Instrument
Qualification.Flight Crew : Commercial
Qualification.Flight Crew : Flight Instructor
Experience.Flight Crew.Total : 2650
Experience.Flight Crew.Last 90 Days : 20
Experience.Flight Crew.Type : 300
ASRS Report Number.Accession Number : 1432107
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Anomaly.Inflight Event / Encounter : Loss Of Aircraft Control
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Regained Aircraft Control
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Environment - Non Weather Related
Narrative: 1
I was flying to Denver with one passenger aboard, a personal flight. There was a strong
wind from the northwest, and we were experiencing light to moderate turbulence. We
were slowly descending to land at Denver. At approximately 7500, ATC advised that a 737
would be passing on the right, approximately a mile away, descending and at a slightly
lower altitude than our altitude, on a visual to the north/south runway. I explained that to
my passenger. The 737 soon appeared to our right and below us, a few hundred feet
below our altitude (I'm guessing about 800 ft lower), and I pointed it out to my passenger.
A moment later, our 182 violently rolled to the right, not quite fully inverted, but
approximately 120 degrees or so. I applied full left aileron and left rudder and pushed on
the yoke, and the airplane slowly rolled to the left to level flight again. I don't now recall
whether I said anything to ATC about the event.
Over the years, I've tried to analyze the event, and I believe that the mountain wave
effect of the strong northwest winds blowing over the mountains lifted the wake
turbulence of the 737, causing us to encounter it although we were at a higher altitude
than the 737. Had I not recently completed the basic aerobatics course, I don't think I
would have responded as well. The primary thing I did that was important was to push on
the yoke rather than pull on it, in addition to applying left aileron and rudder.
Synopsis
C182 pilot reported his aircraft violently rolled approximately 120 degrees to the right
after encountering wake turbulence from a preceding B737 in the DEN airport area.
ACN: 1431659 (9 of 50)
Time / Day
Date : 201703
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : SFO.Airport
State Reference : CA
Altitude.MSL.Single Value : 1000
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft
Reference : X
ATC / Advisory.Tower : SFO
Aircraft Operator : Air Carrier
Make Model Name : B747 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use.Localizer/Glideslope/ILS : Runway 28L
Flight Phase : Final Approach
Airspace.Class B : SFO
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 23300
Experience.Flight Crew.Last 90 Days : 220
Experience.Flight Crew.Type : 5400
ASRS Report Number.Accession Number : 1431659
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Relief Pilot
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 11473
Experience.Flight Crew.Last 90 Days : 101
Experience.Flight Crew.Type : 6036
ASRS Report Number.Accession Number : 1431679
Person : 3
Reference : 3
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 16332
Experience.Flight Crew.Last 90 Days : 114
Experience.Flight Crew.Type : 1973
ASRS Report Number.Accession Number : 1431695
Events
Anomaly.Deviation - Speed : All Types
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : None Reported / Taken
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Primary Problem : Environment - Non Weather Related
Narrative: 1
At approximately 1000 ft we got into some wake turbulence. We were on ref speed at the
time. We got a 1 second or less stick shaker. We were still at Vref when I looked at the
airspeed.
Narrative: 2
[Report narrative contained no additional information.]
Narrative: 3
Momentary stick shaker at approximately 1000 feet on final in the flaps 25 landing
configuration with calm winds. Suspect wake encounter from narrow body landing on
Runway 28R.
Synopsis
B747 flight crew reported a wake turbulence encounter during final approach to SFO
Runway 28L from an aircraft landing on 28R.
ACN: 1431083 (10 of 50)
Time / Day
Date : 201703
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : ZZZ.Airport
State Reference : US
Altitude.MSL.Single Value : 10000
Environment
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.Center : ZZZ
Aircraft Operator : Air Carrier
Make Model Name : Regional Jet 700 ER/LR (CRJ700)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Cruise
Airspace.Class A : ZZZ
Aircraft : 2
Reference : Y
ATC / Advisory.Center : ZZZ
Aircraft Operator : Air Carrier
Make Model Name : A380
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 129
Flight Plan : IFR
Mission : Passenger
Flight Phase : Cruise
Airspace.Class A : ZZZ
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1431083
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1431085
Person : 3
Reference : 3
Location Of Person.Facility : ZZZ.ARTCC
Reporter Organization : Government
Function.Air Traffic Control : Enroute
Qualification.Air Traffic Control : Fully Certified
Experience.Air Traffic Control.Time Certified In Pos 1 (yrs) : 2.5
ASRS Report Number.Accession Number : 1430680
Events
Anomaly.Flight Deck / Cabin / Aircraft Event : Illness
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Physical Injury / Incapacitation
Result.Flight Crew : Requested ATC Assistance / Clarification
Result.Flight Crew : Diverted
Result.Air Traffic Control : Issued New Clearance
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
Encountered wake turbulence at altitude, one of our flight attendants ended up getting
injured. [Advised ATC] and asked for 250 kts speed relief below 10,000 MSL. Coordinated
with ATC and ATC approved.
Narrative: 2
Suggest having more wake turbulence seperation.
Narrative: 3
An A388 [A380-800] was in level flight eastbound. A CRJ-700 was in level flight
westbound [in the same vicinity]. I made a traffic call for both aircraft, as [the CRJ-700]
was going to pass underneath [the A388]. I used the word "super" when referring to the
A388. Approximately 15 miles after [the CRJ-700] passed [the A388], [the CRJ-700]
reported that they got some pretty bad wake turbulence from the aircraft overhead.
Shortly after that, [the CRJ-700] asked what kind of Airbus the traffic was, to which I
replied it was a "super" A388. Approximately 10-15 miles later, [the CRJ-700] [advised of]
a medical situation, stating that a crewmember was incapacitated in the back, as a result
of the wake, and requested to get to their destination as quickly as possible. I cleared [the
CRJ-700] direct, and asked for any additional information from the pilots to pass on to the
next Center.
I'm not sure what recommendations to make in this case, as required separation was
maintained, and I believe traffic was called appropriately.
Synopsis
CRJ-700 flight crew and an Enroute Controller reported a crew member injury resulted
from a wake vortex encounter with an A380 in cruise flight.
ACN: 1428045 (11 of 50)
Time / Day
Date : 201702
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : ZZZ.Airport
State Reference : US
Altitude.AGL.Single Value : 0
Environment
Flight Conditions : VMC
Weather Elements / Visibility.Visibility : 10
Light : Daylight
Aircraft
Reference : X
ATC / Advisory.Tower : ZZZ
Aircraft Operator : FBO
Make Model Name : DA20-C1 Eclipse
Crew Size.Number Of Crew : 1
Operating Under FAR Part : Part 91
Flight Plan : VFR
Mission : Training
Flight Phase : Takeoff
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : FBO
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Single Pilot
Qualification.Flight Crew : Instrument
Qualification.Flight Crew : Private
Experience.Flight Crew.Total : 156
Experience.Flight Crew.Last 90 Days : 34
Experience.Flight Crew.Type : 156
ASRS Report Number.Accession Number : 1428045
Human Factors : Situational Awareness
Human Factors : Training / Qualification
Events
Anomaly.Ground Excursion : Runway
Anomaly.Ground Event / Encounter : Loss Of Aircraft Control
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : Maintenance Action
Result.Flight Crew : Regained Aircraft Control
Result.Aircraft : Aircraft Damaged
Assessments
Contributing Factors / Situations : Airport
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Weather
Primary Problem : Human Factors
Narrative: 1
Frequency change from Approach Control to Tower occurred 5 miles from [the airport].
ATIS (information Alpha) reported winds 120 at 15 knots gusting 18 knots, contacted
Tower and requested touch and go. Tower cleared me for the option Runway 22, provided
wind update of 160 at 15 knots gusting 20, advised of wake turbulence from a jet aircraft
taking off ahead of me. Approach was conducted visually and straight in for 22 for a touch
and go.
Landing was normal; I moved flaps to takeoff position and applied power for takeoff. When
power was applied the speed of the aircraft suddenly increased and it pointed to the left in
an extreme manner. I made the decision to abort the takeoff, moved power to idle and
applied full right rudder. The aircraft rolled to the right despite full left aileron which was
set for cross wind correction. I avoided the runway lights and departed the runway into
the grass area adjacent. I used light braking to bring the aircraft to a stop in the grass and
contacted the Tower.
The Tower instructed me to hold my position which I did and was met by a flight
operations employee. I secured the engine and got out of the aircraft to inspect with the
flight operations employee. We also inspected the runway for damage, no damage was
found on the runway or aircraft. An FBO helped to move the aircraft to their ramp where it
was subsequently sent to [maintenance] for inspection.
Synopsis
The pilot of a Diamond DV20 reported that while attempting to takeoff the aircraft
suddenly sped up, the pilot lost control of the aircraft and it departed the runway.
ACN: 1426390 (12 of 50)
Time / Day
Date : 201612
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : EWR.Airport
State Reference : NJ
Environment
Flight Conditions : VMC
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : N90
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 145 ER/LR
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Climb
Airspace.Class B : NYC
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : N90
Aircraft Operator : Air Carrier
Make Model Name : Commercial Fixed Wing
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Flight Phase : Climb
Airspace.Class B : NYC
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1426390
Human Factors : Situational Awareness
Analyst Callback : Attempted
Events
Anomaly.Deviation - Speed : All Types
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Automation : Aircraft Other Automation
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Became Reoriented
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
During climbout from EWR the stick shaker went off due to wake from the preceding
aircraft. Be more vigilant when taking off behind heavier aircraft.
Synopsis
EMB-145 Captain reported getting a stick shaker departing EWR after encountering wake
from the preceding aircraft.
ACN: 1424372 (13 of 50)
Time / Day
Date : 201702
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : EGLL.Airport
State Reference : FO
Altitude.MSL.Single Value : 2100
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : EGLL
Aircraft Operator : Air Carrier
Make Model Name : B767 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Initial Climb
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : EGLL
Aircraft Operator : Air Carrier
Make Model Name : B747-400
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 129
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 13000
Experience.Flight Crew.Last 90 Days : 180
Experience.Flight Crew.Type : 1216
ASRS Report Number.Accession Number : 1424372
Events
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : None Reported / Taken
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
Two and a half minutes after a B747 was cleared for takeoff, we were cleared for takeoff
on 9R at EGLL. We were cleared to LON 2.0 DME, then right heading 220 to climb and
maintain 6000 ft. After takeoff, we were cleared to continue right turn to 250. At 2100 ft
MSL, we encountered the wake of the preceding B747-400. It was "moderate" by the
coffee spill criteria and short-lived (3 seconds). It was only one encounter. It was while we
were in 25 degree right bank and we probably got additional 10 degree right/left/right with
associated yawing and some pitch (+/-5 degree?), airspeed probably +/- 10 KIAS (from
200 KIAS and accelerating during flap retraction). Nevertheless, it was a "little wake, huh"
type of encounter that was mitigated by everyone being in seat belts and down (flight
attendants). Winds on surface were east at 10-15 knots. My guess is that the B747 flew a
wider turn. It was definitely smooth until the encounter and smooth afterwards (not much,
if any, ambient turbulence). I am not sure what winds were at 2000 ft. We reported the
wake encounter to tower controller before we were handed off to next frequency (about
2700 ft MSL).
Synopsis
B767 First Officer reported encountering wake turbulence on departure from EGLL in trail
of a B747.
ACN: 1422831 (14 of 50)
Time / Day
Date : 201702
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : LGA.Airport
State Reference : NY
Altitude.MSL.Single Value : 18000
Environment
Flight Conditions : VMC
Weather Elements / Visibility : Turbulence
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Center : ZNY
Aircraft Operator : Air Carrier
Make Model Name : Regional Jet 200 ER/LR (CRJ200)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Descent
Airspace.Class A : ZNY
Aircraft : 2
Reference : Y
ATC / Advisory.Center : ZNY
Aircraft Operator : Air Carrier
Make Model Name : Commercial Fixed Wing
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Flight Phase : Descent
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1422831
Analyst Callback : Attempted
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Anomaly.Inflight Event / Encounter : Loss Of Aircraft Control
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Regained Aircraft Control
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
We were inbound to LGA, level at 18,000 ft in smooth air, no clouds at 300 knots indicated
with the autopilot on. No traffic was observed visually, on TCAS or on frequency. Suddenly
we hit what I'm convinced was wake turbulence. We snap-rolled violently and in a second
or two were out of the wake turbulence. Thankfully we had the seat belt sign on, and the
flight attendant was ok, I'm not sure how they didn't get hurt. If a passenger had been up
and or an overhead bin open, I think someone would have been hurt. I've been flying here
for going on six years, and I've only experienced this once before. That incident was
almost identical to this one except we were at about 11,000 ft and nearly the same
geographic location.
From now on flying into NYC I think I'm going to have the seatbelt sign on and flight
attendant seated when we are 30 minutes out.
Synopsis
CRJ-200 Captain reported the aircraft "snap-rolled violently" when they encountered wake
turbulence inbound to LGA.
ACN: 1421813 (15 of 50)
Time / Day
Date : 201701
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : MDW.Airport
State Reference : IL
Altitude.MSL.Single Value : 2000
Environment
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.Tower : MDW
Aircraft Operator : Air Carrier
Make Model Name : Large Transport, Low Wing, 2 Turbojet Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Airspace.Class C : MDW
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : C90
Aircraft Operator : Air Carrier
Make Model Name : Large Transport, Low Wing, 2 Turbojet Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Airspace.Class B : ORD
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Not Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 71
ASRS Report Number.Accession Number : 1421813
Human Factors : Distraction
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 227
ASRS Report Number.Accession Number : 1421051
Human Factors : Confusion
Human Factors : Distraction
Human Factors : Human-Machine Interface
Human Factors : Situational Awareness
Events
Anomaly.Deviation - Track / Heading : All Types
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Deviation - Procedural : Clearance
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Returned To Clearance
Result.Flight Crew : Became Reoriented
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Primary Problem : Human Factors
Narrative: 1
On departure we were assigned runway heading off 31C. We received several encounters
with the wake of the proceeding Company aircraft; nothing major but noticeable. The
Company aircraft was assigned a different heading than runway heading, can't remember
what it was. I started looking out the window to try and figure out why we kept running
into his wake, when we should be diverging. At that time we got a chime for 2000 to 3000
ft level alert. I looked back at the instruments to find the FO had passed through the
assigned heading, by almost 70 degrees and was still in a left hand bank and about to
miss the level off at 3000 ft.
I told him to roll out and level off. He did not respond. I took the aircraft, leveled off and
rolled into a right hand bank to get us where we needed to be. I then gave the aircraft
back to FO, and we continued without further incident. The FO said he did not understand
what the flight director was telling him. I got distracted looking for the preceding aircraft.
Not a good combination. We ended up passing thru our assigned heading by 70 degrees.
I mentioned the new flight director at gate. FO did not mention he was not familiar, or
uncomfortable. So, I didn't think anything of it. FO lost situational awareness due to new
flight director.
Narrative: 2
This aircraft had the new flight director that no longer uses the EASY TO UNDERSTAND
chevron to guide the flight course, but now uses the cross hairs FD. It was confusing to
figure out if I'm trying to pull the little white box to the cross hairs or bring the cross hairs
to the box. So I overshot the heading by 70 degrees while trying to figure this out. ATC
didn't say anything and may not have noticed my heading deviation before clearing me on
course to the first fix.
In a nutshell, I'm flabbergasted the aviation community had taken such a HUGE LEAP
BACKWARDS in automation user friendliness and allowed this change. With the old
chevron a child could look and see which direction to turn and it also gave the pilot a
sense of bank angle. This new system makes us LESS SAFE!
As you can see I'm frustrated that company has allowed someone to sell us this inferior
product and it WILL cause more mishaps in the future. I will get accustomed to it
eventually but at what cost? We had a fabulous FD that worked immensely better than this
new update.
Synopsis
Air carrier flight crew reported a track deviation occurred when the First Officer had
difficulty interpreting the new flight director's guidance.
ACN: 1421106 (16 of 50)
Time / Day
Date : 201701
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : ZZZ.Airport
State Reference : US
Altitude.AGL.Single Value : 900
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : ZZZ
Aircraft Operator : Air Carrier
Make Model Name : Regional Jet 700 ER/LR (CRJ700)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Final Approach
Airspace.Class C : ZZZ
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : ZZZ
Aircraft Operator : Air Carrier
Make Model Name : B767-300 and 300 ER
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Cargo / Freight
Flight Phase : Initial Climb
Airspace.Class C : ZZZ
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1421106
Events
Anomaly.Deviation - Speed : All Types
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Flight Crew : Executed Go Around / Missed Approach
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Primary Problem : Environment - Non Weather Related
Narrative: 1
During our approach we were conducting an ILS approach. We were following a heavy
767. The weather was reporting light snow, calm winds, and a visibility of 3 SM. The
aircraft preceding the 767 had to use the entire runway to stop and taxi off, which caused
tower to send the heavy 767 around. We were about 5 NM behind the heavy 767. When I
heard the heavy 767 go around I went ahead and briefed the go around procedure with
the CA since I expected there to be a possibility of hitting its wake. The entire approach
was stable, and the 1000 ft call was made, to which I responded "stable." At about 900 ft
AGL we hit the wake from the heavy 767, which caused us to [rock] back and forth, and
have wide airspeed variations. I called for a go around since I did not know how much
worse it may get. Going around allowed us to power out of the wake and leave it before
the situation got any worse. There were no other significant events after the go around.
Synopsis
CRJ-700 First Officer reported executing a go-around on final approach after encountering
wake turbulence in trail of a heavy B767 that had executed a go-around as well.
ACN: 1420716 (17 of 50)
Time / Day
Date : 201701
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : LNC.Airport
State Reference : TX
Relative Position.Angle.Radial : 100
Relative Position.Distance.Nautical Miles : 2
Altitude.MSL.Single Value : 3100
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : D10
Aircraft Operator : Personal
Make Model Name : Amateur/Home Built/Experimental
Crew Size.Number Of Crew : 1
Operating Under FAR Part : Part 91
Flight Plan : None
Mission : Personal
Flight Phase : Initial Climb
Route In Use : Direct
Airspace.Class E : D10
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : D10
Aircraft Operator : Air Carrier
Make Model Name : B737 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Initial Approach
Airspace.Class E : D10
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Personal
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Single Pilot
Qualification.Flight Crew : Instrument
Qualification.Flight Crew : Multiengine
Qualification.Flight Crew : Commercial
Qualification.Flight Crew : Flight Instructor
Experience.Flight Crew.Total : 1850
Experience.Flight Crew.Last 90 Days : 20
Experience.Flight Crew.Type : 450
ASRS Report Number.Accession Number : 1420716
Analyst Callback : Attempted
Events
Anomaly.Aircraft Equipment Problem : Less Severe
Anomaly.Conflict : Airborne Conflict
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
Miss Distance.Horizontal : 3000
Miss Distance.Vertical : 500
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
After takeoff I performed a climbing right turn (right traffic for 31) to turn on course
(south) to my destination. My plane climbs in excess of 2,500 fpm. I was in the
"downwind" approximately abeam the numbers for 31 during the right turn to on course
and climbing through 3,000 ft MSL. As I rolled out on my southern course I saw a B737
coming right at me about 3,000 ft away and maybe 500ft above. I checked my altimeter
thinking I must have busted into the Class B airspace floor of 4,000 MSL. I had not. I was
at 3,100 MSL. I disengaged the autopilot and took evasive action. I dived for 3,000 MSL.
The jet didn't appear to take any action. About 1 sec after my action the 737 was flying
directly over top me in the opposite direction. Moments later I got in his jet wash and
nearly lost control. I ended up at 3,800 MSL because I had to go full power and pitch the
nose up since the jet wash dropped my wing and nose to an unusual attitude. I typically
stay 500 ft below the Class B floor as a buffer, therefore I didn't like being at 3,800 MSL.
My NavWorx ADS-B TIS-B never showed the traffic or alerted to it. Since I was in a
climbing turn and performing a checklist I didn't see the 737 approaching until I was
rolling out on course.
Two problems I see:
1) Why was the 737 at what appeared to be 3,500 MSL under the Class B? If the jet was
in fact in the Class B, but on the floor of it at 4,000 MSL, I contest that it is not a safe
buffer from the GA traffic that fly underneath the Class B. If they fly at 4,500 MSL and GA
traffic at 3,500 MSL then you have your 1,000 ft buffer. TRACON altitude assignments
need to be reviewed.
2) Why did my TIS-B fail to alert me? It has a built in test that I check on the ground prior
to takeoff and all was passed. It has alerted me in the past on traffic that wasn't nearly as
close.
Synopsis
Glasair III pilot reported a wake turbulence encounter departing LNC with a B737 inbound
to another airport. Reporter expressed concern that his NavWorx TIS-B unit did not alert
him to the traffic.
ACN: 1420247 (18 of 50)
Time / Day
Date : 201701
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : ATL.Airport
State Reference : GA
Altitude.MSL.Single Value : 7000
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : A80
Aircraft Operator : Air Carrier
Make Model Name : Regional Jet 200 ER/LR (CRJ200)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Initial Approach
Route In Use : Visual Approach
Airspace.Class B : ATL
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : A80
Aircraft Operator : Air Carrier
Make Model Name : B717 (Formerly MD-95)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Initial Approach
Route In Use : Visual Approach
Airspace.Class B : ATL
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1420247
Analyst Callback : Attempted
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Flight Crew : Requested ATC Assistance / Clarification
Result.Air Traffic Control : Issued Advisory / Alert
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
We were on the downwind abeam the approach end of Runway 28 descending through
7000 at 210 kts with thrust levers at idle and spoilers out. The Captain was looking out the
window trying to locate the traffic we were following. At this time we experienced an
unexpected pocket of wake turbulence that caused a momentary stick shaker, autopilot
disconnect and approximately 15 degree bank to the right. I immediately recovered the
aircraft to wings leveled and the total event, from start to finish was a few seconds. The
event was resolved so quickly that the Captain was unaware of what transpired until I told
him (He thought I disconnected the autopilot due to the wake turbulence). The Captain
then queried ATC on what type of aircraft we were following. It was a 717 on the base leg
to the visual for Runway 27L (a parallel runway) that was approximately 10 miles away
and three thousand feet lower than us. I then reduced my descent rate and no other wake
turbulence was experienced and no other issues occurred during the duration of the flight.
The threat was the undesired aircraft state caused by the wake turbulence. The best thing
we can do as a crew is be aware that wake turbulence can occur even when you have
adequate altitude and distance separation.
Synopsis
CRJ-200 First Officer reported encountering wake turbulence while on approach to ATL
airport behind a B717 inbound to a parallel runway.
ACN: 1417236 (19 of 50)
Time / Day
Date : 201701
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : ORD.Airport
State Reference : IL
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : C90
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 145 ER/LR
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Initial Approach
Route In Use : Visual Approach
Airspace.Class B : ORD
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : ORD
Aircraft Operator : Air Carrier
Make Model Name : Commercial Fixed Wing
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Flight Phase : Final Approach
Airspace.Class B : ORD
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1417236
Human Factors : Situational Awareness
Human Factors : Distraction
Analyst Callback : Attempted
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Not Flying
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1417388
Human Factors : Distraction
Human Factors : Situational Awareness
Events
Anomaly.Conflict : Airborne Conflict
Anomaly.Deviation - Track / Heading : All Types
Anomaly.Deviation - Procedural : Clearance
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Became Reoriented
Result.Flight Crew : Returned To Clearance
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Contributing Factors / Situations : Human Factors
Primary Problem : Human Factors
Narrative: 1
We were given an intercept heading of 310 to join final for a visual approach to runway
27L. We had been experiencing some wake turbulence, and at the same time my FO said
localizer alive, we got more wake turbulence. I was distracted by trying to see what type
of aircraft we were following when I realized I was about to go through final, so I turned
on final immediately and I overshot a little, just a few degrees. After the turn and centered
on localizer, I recall a traffic alert, but wasn't sure if it was on other final. The controller
did not indicate an issue and we landed safely. Concentrate on joining localizer regardless
of visual or not.
Narrative: 2
The captain was distracted by the wake turbulence event and was not paying close enough
attention as to how fast the localizer was coming into center.
While looking for traffic in busy airspace that we are following I should do a better job of
scanning outside visually and inside to verify we are staying on course while still remaining
on the lookout for other traffic.
Synopsis
EMB-145 flight crew reported flying through the localizer on approach to ORD when he was
distracted by wake turbulence.
ACN: 1416878 (20 of 50)
Time / Day
Date : 201701
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : SFO.Airport
State Reference : CA
Altitude.AGL.Single Value : 150
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : SFO
Aircraft Operator : Air Carrier
Make Model Name : B737-700
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Final Approach
Airspace.Class B : SFO
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : SFO
Aircraft Operator : Air Carrier
Make Model Name : B747 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Mission : Passenger
Flight Phase : Landing
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 176
Experience.Flight Crew.Type : 8115
ASRS Report Number.Accession Number : 1416878
Analyst Callback : Attempted
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : First Officer
Experience.Flight Crew.Last 90 Days : 214
ASRS Report Number.Accession Number : 1417338
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Anomaly.Inflight Event / Encounter : Unstabilized Approach
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Flight Crew : Executed Go Around / Missed Approach
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
ATC sequenced us approximately 1.5-2 miles behind a B747 landing parallel runway; we
were landing 28L and the B747 was ahead of us landing 28R. ATC notified us to use
caution due to the possibility of wake turbulence. ATIS indicated wind was variable at five
knots. The F/O purposely deviated slightly above glideslope (no more than one dot) and
was flying an additional five knots above target speed. As we approached approximately
150-200 ft AGL, we started to encounter the wake turbulence from the B747 that had
landed ahead of us. The F/O made good corrections but the updraft and lateral
displacement put us in an unsafe position to land. We executed a go-around and were
vectored back around for an uneventful landing.
ATC sequencing us ahead of (or further behind) the B747 would have prevented this
event. Because the wind was variable at only five knots, there was a significant potential
for the wake turbulence to affect our landing on the parallel runway.
Narrative: 2
As the Pilot Flying and cleared for a visual approach to 28L we experienced wake from the
aircraft ahead which had landed on the parallel runway in front of us. We experienced the
wake at approximately 300 ft and both the PM and I came to the same coordinated
conclusion that we should discontinue the approach. A normal go-around and approach
and landing were completed. Both Tower and Departure were given the reason for the go-
around.
Synopsis
B737-700 Captain reported executing a go-around after encountering wake turbulence
from a B747 landing on the parallel runway at SFO.
ACN: 1415197 (21 of 50)
Time / Day
Date : 201612
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : JFK.Airport
State Reference : NY
Altitude.AGL.Single Value : 0
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : JFK
Aircraft Operator : Air Carrier
Make Model Name : A321
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Takeoff
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : JFK
Aircraft Operator : Air Carrier
Make Model Name : A380
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 129
Flight Plan : IFR
Mission : Passenger
Flight Phase : Landing
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Other / Unknown
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1415197
Analyst Callback : Completed
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : None Reported / Taken
Assessments
Contributing Factors / Situations : Airport
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
I am requesting a review of the new Wake Turbulence Separation Standards in [company
documents] in light of A380 Super operations at JFK. JFK Tower gave me a Line Up and
Wait clearance Runway 31L full length as an A380 Super was landing on Runway 31L.
If you look at JFK there is a long displaced threshold on Runway 31L and Runway 22R.
Because of the runway dimensions, the A380 Wake Turbulence vortices were settling on
top of me as I took off Runway 31L full length. This is my safety issue in which I do not
comprehend (within) our current verbiage. Is this scenario envisioned and accounted for
on a long displaced threshold? In my experience, this only occurs at JFK on Runways 31L
and 22R full length takeoffs.
Please review the science behind our separation standards and maybe have JFK Tower
execute a modified procedure for these 2 runways and then include a caution or warning in
our [aircraft chart] notes.
Synopsis
A321 pilot reported encountering wake vortices as he was taking off full length on JFK
Runway 31L from an A380 that had just landed on that runway.
ACN: 1414784 (22 of 50)
Time / Day
Date : 201701
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : IAH.Airport
State Reference : TX
Altitude.MSL.Single Value : 3000
Environment
Flight Conditions : VMC
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : I90
Aircraft Operator : Air Carrier
Make Model Name : Medium Large Transport
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Final Approach
Route In Use : Visual Approach
Airspace.Class B : IAH
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : I90
Aircraft Operator : Air Carrier
Make Model Name : Large Transport
Operating Under FAR Part : Part 121
Flight Plan : IFR
Nav In Use : FMS Or FMC
Flight Phase : Final Approach
Route In Use : Visual Approach
Airspace.Class B : IAH
Person
Reference : 1
Location Of Person.Facility : I90.TRACON
Reporter Organization : Government
Function.Air Traffic Control : Instructor
Function.Air Traffic Control : Approach
Qualification.Air Traffic Control : Fully Certified
Experience.Air Traffic Control.Time Certified In Pos 1 (yrs) : 3
ASRS Report Number.Accession Number : 1414784
Human Factors : Training / Qualification
Human Factors : Situational Awareness
Events
Anomaly.ATC Issue : All Types
Anomaly.Deviation - Track / Heading : All Types
Anomaly.Deviation - Procedural : Clearance
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Air Traffic Control
Result.Air Traffic Control : Issued New Clearance
Assessments
Contributing Factors / Situations : Manuals
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
A heavy jet was on Visual Approach to Runway 8R straight in on about 10 mile final. This
aircraft was being worked by Final Center sector. Aircraft X was on the downwind for
Runway 8L. I was conducting training on Final North as he turned Aircraft X south bound
for the Visual Approach, [trainee] told Aircraft X that there was traffic on the south
runway. When Aircraft X said field in sight [trainee] cleared him for the Visual Approach
without giving him the 30 degree turn to final and the pilot flew past the final and got in
the wake remnant of Aircraft Y.
Next time I will ensure that my trainee understands the importance of the 30 degree turn
to final to prevent this situation from happing again.
Synopsis
I90 TRACON Controller's trainee did not use proper procedures to ensure wake turbulence
separation between successive arrivals.
ACN: 1414474 (23 of 50)
Time / Day
Date : 201701
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : ATL.Airport
State Reference : GA
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : A80
Aircraft Operator : Air Carrier
Make Model Name : Regional Jet 200 ER/LR (CRJ200)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Initial Approach
Route In Use.STAR : RAGGZ1
Airspace.Class B : ATL
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : A80
Aircraft Operator : Air Carrier
Make Model Name : B747-800 Advanced
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 129
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Initial Approach
Route In Use.STAR : RAGGZ1
Airspace.Class B : ATL
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1414474
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1414478
Events
Anomaly.ATC Issue : All Types
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Air Traffic Control : Issued New Clearance
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
We were assigned the RAGGZ1 arrival into ATL, approaching from the southwest. We had
been told to expect a south runway for our approach to ATL. Well into the arrival, ATC
assigned us the transition for Runway 26R, on the north side of the field. After making the
turn to the north to join the track for the arrival, and upon turning onto the north
downwind, we began to experience wake turbulence from the preceding aircraft. The
winds were exactly parallel to our ground track, causing the wake from the preceding
aircraft to remain on our track. Radio traffic identified the preceding aircraft as a 747-8,
approximately 10 miles ahead of our aircraft. I directed the First Officer to shallow the rate
of descent to avoid further encounters with the wake from the 747. It was at this time that
the ATC Controller began to ask us to increase our rate of descent. I stated that we were
in the wake of the preceding aircraft and that our current rate of descent was the
maximum we could do. The Controller again directed us to increase our rate of descent. At
this time, I asked for a vector off of the arrival. The Controller refused to give us a vector
off of the arrival. The Controller again directed us to increase our rate of descent. I replied
'unable', and, we continued our approach and landed normally.
The threat in this event was ATC attempting to direct us to do unsafe things with our
aircraft. Even after I had made it clear that we were in the wake of the 747 ahead of us,
ATC replied that it shouldn't be a problem because we had ten miles separation, and, the
aircraft ahead of us wasn't a 'Super'.
Narrative: 2
The Controller handed us off to the Tower and stated in a somewhat condescending tone
that "you are MORE THAN 8 miles in trail of a heavy 747."
Synopsis
CRJ-200 flight crew reported encountering wake turbulence on approach to ATL about 10
miles in trail of a B747-8. Flight crew stated they were pressured by ATC to fly a path they
were not comfortable with.
ACN: 1414151 (24 of 50)
Time / Day
Date : 201701
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : IAH.Airport
State Reference : TX
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : IAH
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 170/175 ER/LR
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Final Approach
Route In Use : Visual Approach
Route In Use : Vectors
Airspace.Class B : IAH
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : IAH
Aircraft Operator : Air Carrier
Make Model Name : Airbus Industrie Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Flight Phase : Final Approach
Airspace.Class B : IAH
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1414151
Human Factors : Situational Awareness
Analyst Callback : Attempted
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1413705
Human Factors : Situational Awareness
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Anomaly.Inflight Event / Encounter : Loss Of Aircraft Control
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Flight Crew : Regained Aircraft Control
Result.Flight Crew : Executed Go Around / Missed Approach
Result.Air Traffic Control : Issued New Clearance
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
Being vectored on a NON STAR arrival into IAH we were assigned runway 27. ATC was
calling out speeds, headings and altitudes, our last speed assigned was 170 to REDOC,
cleared for visual approach 27, contact Tower 135.15. When we contacted Tower he
informed us to slow because we were overtaking preceding (2.5 miles ahead) aircraft by
20 kts. We configured and slowed to final approach speed flaps 5, approximately 140 kts.
On glideslope at that point we were instructed to S-turn south, but before I could do that
the aircraft rolled left violently startling myself and the FO. I immediately took action to
recover wings level and the autopilot was sounding "Auto Pilot, Auto Pilot". I'm not sure if
it kicked off or disengaged by my upset recovery inputs. I called out "TOGA, flaps 2" and
we got the aircraft climbing. Cleaned up to flaps 1, stabilized and re-automated.
Our only explanation is we believe we encountered wake turbulence from the bigger Airbus
ahead. We calmed ourselves and ATC brought us around for a normal approach and
landing on runway 27. I would like to add that it was a very hectic day with ATC doing
their best to bring all of thunderstorm delayed aircraft [in], some with minimum fuel.
[Suggest] slowing on our own if needed for safety.
Narrative: 2
[Report narrative contained no additional information.]
Synopsis
EMB-175 flight crew reported executing a go-around after encountering wake turbulence in
trail of an Airbus on final approach to IAH.
ACN: 1414131 (25 of 50)
Time / Day
Date : 201701
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : LAX.Airport
State Reference : CA
Altitude.AGL.Single Value : 50
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : LAX
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 170/175 ER/LR
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Final Approach
Airspace.Class B : LAX
Aircraft : 2
Reference : Y
ATC / Advisory.Ground : LAX
Aircraft Operator : Air Carrier
Make Model Name : B777 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Mission : Passenger
Flight Phase : Taxi
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 1575
Experience.Flight Crew.Type : 75
ASRS Report Number.Accession Number : 1414131
Human Factors : Situational Awareness
Analyst Callback : Attempted
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
We were on final approach for runway 24R at LAX following a "Heavy" Boeing 777 with a
light quarterly tailwind. The approach was stable until approximately 50ft when we believe
we encountered the preceding 777's wake turbulence. The wake turbulence caused the left
wing to suddenly raise, banking us to the right. At this time the EGPWS warning for "Bank
Angle" sounded. Captain called for the controls and I relinquished them. He corrected and
landed in the touchdown zone.
A suggestion that could have prevented this situation would be to touchdown beyond the
preceding aircraft's touchdown point. In the future I will take caution whenever following a
large aircraft with a tailwind and I will make a more immediate action to correct the
situation or initiate an immediate go-around.
Synopsis
EMB-175 First Officer reported encountering wake turbulence in trail of a B777 on short
final to LAX.
ACN: 1413522 (26 of 50)
Time / Day
Date : 201612
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : MEM.Airport
State Reference : TN
Altitude.MSL.Single Value : 3000
Environment
Flight Conditions : IMC
Weather Elements / Visibility : Rain
Weather Elements / Visibility : Turbulence
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : M03
Make Model Name : Challenger 300
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Mission : Passenger
Nav In Use.Localizer/Glideslope/ILS : Runway 18L
Flight Phase : Initial Approach
Airspace.Class B : MEM
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : M03
Make Model Name : Commercial Fixed Wing
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Flight Phase : Final Approach
Airspace.Class B : MEM
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Corporate
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1413522
Human Factors : Situational Awareness
Analyst Callback : Attempted
Events
Anomaly.Inflight Event / Encounter : Loss Of Aircraft Control
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
Were Passengers Involved In Event : Y
When Detected : In-flight
Result.Flight Crew : Regained Aircraft Control
Result.Flight Crew : Took Evasive Action
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
We were on the Runway 18L localizer north of REISE intersection at 3000 ft and cleared
for the ILS RW 18L approach. We were configured with flaps 10, gear up, and flying
approximately 180 KIAS in IMC with rain and light to moderate turbulence. Wind was out
of the southwest at 50-60 knots at 3000 ft. Autopilot was engaged. The airplane suddenly
rolled right, then left exceeding 30 degrees of bank each way. The autopilot remained
engaged, and came back to wings level. About 3 seconds later, it happened again with
high roll rates and bank angles nearing 45 deg. I disconnected the autopilot and initiated a
climb out of wake turbulence. We were able to re-establish and fly the approach to landing
without further incident. We reported it to ATC and asked ATC what type of plane we were
following. They said we were #1 for 18L, but there was traffic for the parallel runways.
ATC was busy, so we didn't query any further. Our 2 passengers were pretty shaken up
about it, but we calmed them the best we could. I contacted MEM Approach Control by
telephone and reported it to him. He said they would review the tapes.
Synopsis
CL30 pilot reported the aircraft rolled suddenly left and right exceeding 30 degrees of bank
after encountering wake turbulence on approach to MEM.
ACN: 1412801 (27 of 50)
Time / Day
Date : 201612
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : SEA.Airport
State Reference : WA
Environment
Flight Conditions : Mixed
Weather Elements / Visibility : Cloudy
Light : Daylight
Ceiling.Single Value : 3200
Aircraft : 1
Reference : X
ATC / Advisory.Tower : SEA
Aircraft Operator : Air Carrier
Make Model Name : B737-800
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use.Localizer/Glideslope/ILS : Runway 16R
Flight Phase : Final Approach
Airspace.Class B : SEA
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : SEA
Aircraft Operator : Air Carrier
Make Model Name : B787 Dreamliner Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 129
Flight Plan : IFR
Mission : Passenger
Nav In Use.Localizer/Glideslope/ILS : Runway 16R
Flight Phase : Landing
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1412801
Human Factors : Situational Awareness
Human Factors : Distraction
Analyst Callback : Attempted
Events
Anomaly.Inflight Event / Encounter : Unstabilized Approach
Anomaly.Inflight Event / Encounter : Weather / Turbulence
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Executed Go Around / Missed Approach
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Primary Problem : Human Factors
Narrative: 1
A go-around was performed due to final landing flaps not being selected below 500 feet.
ATIS was reporting 3200 overcast with a few clouds at 300 feet and a temp/dew point of
2/2. We discussed the possibility of the 300 foot clouds being an issue and briefed the ILS
and set minimums. We were on approach to 16R behind a heavy 787. We heard the
controller give 2 separate speed restrictions to the 787 crew which they incorrectly read
back, causing us to question what speed they were flying. We were assigned 170 knots to
FINKA after intercepting the localizer. We slowed, but were subsequently told to slow to
160 knots to FINKA. We extended the gear and flaps 15. We were descending on the
glideslope on autopilot and when we got to FINKA, we encountered a significant wake
turbulence event that caused the aircraft to roll left 20 degrees and caused us to go left of
the localizer by close to one dot. We were guarding the controls, but the autopilot stayed
connected and corrected back to course. We were noticing the swirling wake of the 787 in
the clouds. We continued the ILS and broke out at 300 feet. Just after that we
encountered more wake turbulence from the preceding 787, then got a GPWS warning
because we were still at flaps 15 and 160 knots. I executed a go-around and we were
vectored around the radar pattern for an uneventful landing.
We were distracted by multiple things including weather being significantly below what
ATIS reported, and finally, the wake turbulence we encountered at FINKA causing us to
worry about aircraft control at that moment instead of configuring to final flap setting.
After FINKA we were concerned with both wake turbulence and the low weather and we
neglected to remember to configure our flaps to the final setting and run the before
landing checklist.
Synopsis
B737-800 First Officer reported executing a go-around after receiving a GPWS warning
triggered by an improper flap setting. Reporter cited distraction following a wake
turbulence encounter in trail of a B787.
ACN: 1412402 (28 of 50)
Time / Day
Date : 201612
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : EWR.Airport
State Reference : NJ
Altitude.MSL.Single Value : 3000
Environment
Flight Conditions : IMC
Weather Elements / Visibility : Turbulence
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : N90
Aircraft Operator : Air Carrier
Make Model Name : A320
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use.Localizer/Glideslope/ILS : Runway 4R
Flight Phase : Final Approach
Airspace.Class B : NYC
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : EWR
Aircraft Operator : Air Carrier
Make Model Name : Widebody Transport
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Flight Phase : Final Approach
Airspace.Class B : NYC
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Type : 182
ASRS Report Number.Accession Number : 1412402
Events
Anomaly.Deviation - Speed : All Types
Anomaly.Inflight Event / Encounter : Weather / Turbulence
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Became Reoriented
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Contributing Factors / Situations : Weather
Primary Problem : Ambiguous
Narrative: 1
Momentary flap 2 overspeed while on approach [to] 4R EWR. Approximately 3000 ft, 200-
205 kts, 2-3 seconds. IMC conditions, hand flown, behind a "heavy" and trying to slow.
Turbulence (wake?) drove airspeed to flap limit momentarily. Flaps retracted, slowed and
flaps re-extended on schedule and landed normally. Maintenance write up via ACARS.
Synopsis
A320 Captain reported a flap overspeed on approach to EWR due to either turbulence or
wake vortices.
ACN: 1411582 (29 of 50)
Time / Day
Date : 201612
Local Time Of Day : 1801-2400
Place
Locale Reference.ATC Facility : IAH.Tower
State Reference : TX
Altitude.AGL.Single Value : 200
Environment
Flight Conditions : VMC
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.Tower : IAH
Aircraft Operator : Air Carrier
Make Model Name : B737 Next Generation Undifferentiated
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Takeoff
Route In Use : None
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : IAH
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 170/175 ER/LR
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Mission : Passenger
Flight Phase : Takeoff
Route In Use : None
Aircraft : 3
Reference : Z
ATC / Advisory.Tower : IAH
Aircraft Operator : Air Carrier
Make Model Name : B767 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Final Approach
Airspace.Class B : IAH
Person
Reference : 1
Location Of Person.Facility : IAH.Tower
Reporter Organization : Government
Function.Air Traffic Control : Local
Qualification.Air Traffic Control : Fully Certified
Experience.Air Traffic Control.Time Certified In Pos 1 (yrs) : 9.5
ASRS Report Number.Accession Number : 1411582
Human Factors : Confusion
Events
Anomaly.ATC Issue : All Types
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Deviation - Procedural : FAR
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Air Traffic Control
When Detected : In-flight
Result.General : None Reported / Taken
Assessments
Contributing Factors / Situations : Human Factors
Primary Problem : Human Factors
Narrative: 1
I was working Local West (LW) so I was working departures on 15R/L. We are on an East
flow meaning landing from the west to the east. North departures were going to runway 9.
We had been told that we would also have 3 arrivals to runway 9. The final for runway 9
crosses both 15L and 15R. The last arrival was a B737. I continued rolling departures in
front of him until he got about 2 miles west of 15R. I may not have told all aircraft that
traffic was landing the crossing runway when I Line Up and Waited them. I don't recall.
Anyway, I put [an E170] on 15L and [the B737] on 15R and waited for the arrival to pass.
As soon as he did pass, I cleared them for takeoff. It was night time already so seeing the
type of aircraft out the window was impossible until about a 1/2 mile final or so. The
airplane looked pretty big. I looked again at the display and the ASDE as well. All
appeared normal. Something didn't look right though. The plane was huge! I said, "what
kind of plane is that?! It is not a 737." I rolled no more departures until I was sure. The
Local South (LS) guy asked the pilot and he said he was a 767, yes a heavy. So here I just
rolled two departures under his wake. The supervisor in charge at the time began to track
down what had happened. You remember a while back we had a issue with a mismarked
aircraft travel across the country. Thank goodness this was just in Houston Approach
Airspace. In the time I took between filing this report back on position the other supervisor
(not the one in charge at the time of the issue) said that someone at I90 inadvertently
deleted the type aircraft and then put him back in as a 737 instead of a 767.
Several things could have clued us in that this aircraft was a heavy. One, the ramp
monitor at Local South (LS) showed him as a heavy. I couldn't see it from where I was
working, but the LS could. I guess they just didn't look to see where the aircraft parked or
had expectation bias because it said B737 on the data tag even though the ramp monitor
said otherwise. Also, the LS guy said he asked the pilot if he had been called heavy his
entire flight and he said yes. The LS guy said he thought the pilot may have called himself
heavy when he checked in, but the expectation of the data tag, and the fact that we avoid
landing heavies over there because it shuts off departures for a considerable amount of
time probably all played into the expectation bias. I might recommend that pilots insist on
being called heavy if a controller forgets to say it in the transmission. It could have
consequences. I can only imagine these two departures less than 1500 feet apart, side by
side getting caught in a vortex at night! Scary stuff. Not landing on 9 would be great too.
Synopsis
IAH Tower Controller reported a B767 was improperly coded as a B737 and thus proper
wake procedures were not followed on the arrival.
ACN: 1411542 (30 of 50)
Time / Day
Date : 201612
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : BUR.Airport
State Reference : CA
Altitude.AGL.Single Value : 0
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : BUR
Aircraft Operator : Corporate
Make Model Name : Small Transport, Low Wing, 2 Turbojet Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 91
Flight Plan : IFR
Mission : Passenger
Flight Phase : Initial Climb
Route In Use : None
Airspace.Class C : BUR
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : BUR
Aircraft Operator : Corporate
Make Model Name : Light Transport, Low Wing, 2 Turbojet Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 91
Flight Plan : VFR
Mission : Test Flight
Flight Phase : Initial Climb
Airspace.Class C : BUR
Person
Reference : 1
Location Of Person.Facility : BUR.Tower
Reporter Organization : Government
Function.Air Traffic Control : Local
Qualification.Air Traffic Control : Fully Certified
Experience.Air Traffic Control.Time Certified In Pos 1 (yrs) : 7
ASRS Report Number.Accession Number : 1411542
Human Factors : Distraction
Human Factors : Situational Awareness
Human Factors : Training / Qualification
Human Factors : Confusion
Events
Anomaly.ATC Issue : All Types
Anomaly.Conflict : Airborne Conflict
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Deviation - Procedural : Clearance
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Air Traffic Control
When Detected : In-flight
Result.Air Traffic Control : Issued Advisory / Alert
Assessments
Contributing Factors / Situations : Company Policy
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
Aircraft X was waiting to depart IFR off of runway 15. Aircraft Y was conducting low
approaches on the opposite direction runway 33. Aircraft Y had been conducting
approaches for an hour now. I had an IFR release for Aircraft X and was motivated to get
Aircraft Y done with the approaches so we could go back to normal operations. I cleared
Aircraft X for takeoff after Aircraft Y was on departure. I forgot about wake recategory and
the new separation and it was too late to cancel the takeoff clearance. Aircraft X flew
through the wake turbulence without incident.
Wake Recategory is very complex with numerous different categories from A to F for all
types of aircraft. It is unclear in the tower what the separation is with opposite direction
wake recategory separation. We need to be trained better for wake recategory. We had
one day of class and were given a reference card for the operation. I take full
responsibility for this situation and it was my fault.
Synopsis
Burbank Tower Controller reported of a wake turbulence separation loss due to re-
categorization of separation rules. Controller departed an aircraft into the wake of an
opposite direction arrival aircraft and did not have the correct separation.
ACN: 1411438 (31 of 50)
Time / Day
Date : 201611
Local Time Of Day : 1201-1800
Place
Locale Reference.ATC Facility : ZLA.ARTCC
State Reference : CA
Altitude.MSL.Single Value : 18000
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Center : ZLA
Aircraft Operator : Air Carrier
Make Model Name : B737-800
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Descent
Route In Use.STAR : RIIVR3
Airspace.Class A : ZLA
Aircraft : 2
Reference : Y
ATC / Advisory.Center : ZLA
Aircraft Operator : Air Carrier
Make Model Name : A380
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 129
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Descent
Route In Use.STAR : RIIVR3
Airspace.Class E : ZLA
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1411438
Analyst Callback : Attempted
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Not Flying
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1406306
Analyst Callback : Completed
Events
Anomaly.ATC Issue : All Types
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Anomaly.Inflight Event / Encounter : Loss Of Aircraft Control
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Flight Crew : Regained Aircraft Control
Result.Air Traffic Control : Issued New Clearance
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
Flying into LAX on the RIIVR3 PGS Transition, we were in the mid-thirties on our arrival
into LAX and I heard an Airbus Super check in on the frequency at FL400. Shortly after
that we were vectored for spacing and I spotted the Airbus above us to the north. It was
descending on TCAS as it was heading westbound and we were heading northwest on the
vector. I asked LAX Center what our sequencing was, and he came back saying we were
being vectored behind an Airbus 380 Super and that he would be turning us back in a
couple minutes. Shortly after that he told us to turn and proceed direct to GRAMM
Intersection on the arrival. At that time I had the A380 in sight. We were being cleared to
proceed directly behind the A380 and he was still above us. Aware that it would put us at
risk of flying into his wake turbulence, I asked to stay on the northwest bound vector to
stay clear of the A380 track and worked to stay clear of his wake until he was below us on
the way into GRAMM Intersection. That request was approved and I was told when clear I
could proceed direct to GRAMM. We were also holding a slower speed assigned by Center
for spacing. Once I was ready to turn back to join the arrival, we were told to accelerate to
300 Knots plus. This was just going to bring us back closer to the A380 as we sped up and
he started slowing down for the crossing restriction over GRAMM at 280 knots.
I could see on the TCAS that we were above the A380 descent path up to the GRAMM
waypoint, but as we passed through about 18000 feet we encountered the A380 wake
anyway. Everything happened very quickly and either the auto-pilot disconnected on its
own or I disengaged it as I tried to control the pitch and rolling motion that occurred once
we connected with the wake vortex. The rolling moment was extreme and the jet seemed
to wallow as I added power and attempted to climb up and out of the wake vortex. After
several seconds we were back in clean air, and I told Center what had happened and that I
wanted a turn off of the arrival to get more spacing on the A380 Super. We turned
southwest and got separation and then were cleared back to join the arrival. I asked
where the A380 was now and if he was on the 25L transition. ATC told us it was 15 miles
ahead and was on the North Runway transition for Runway 24R. We were going to 25L.
After landing the aircraft was taken out of service for an Aircraft Vibration/Severe
turbulence encounter. I was also informed by the Flight Attendants that a couple of them
had actually gotten thrown into the laps of passengers. They described the fact that it felt
like the aircraft was going to roll upside down. No injuries were reported from the Flight
Attendants or passengers that I know about.
[Caused by] separation issues with a very large aircraft enroute to LAX. Inadequate
knowledge or heavy workload of ATC Controller leading to a clearance that would have
placed us in-trail of this A380 Super as it descended through our altitude directly in front
of us. Aircrew intervention placed us away from this Super aircraft instead of being right
behind it initially. ATC directed us to speed up to close the gap in spacing behind the
Super that put us in the zone to encounter its wake on the arrival. Wake turbulence
encounter passing approximately 18000 ft descending on the RNAV Arrival due to
proximity to the A380 Aircraft and its descent profile. This resulted in a strong to extreme
wake turbulence event.
Take away and suggestions to keep this from happening again:
ATC and Aircrew Training to ensure we are aware of the significance of not only in-trail
separation from Heavy or Super Category Aircraft, but also the factual and aerodynamic
characteristics of wake vortices, and how they manifest themselves and move through the
air. With an average descent rate of 500 ft per minute, wakes do not remain static. With
increasing changes in configuration wakes become stronger. With tailwinds and
crosswinds, the wake can linger longer in certain places which can affect an in-trail aircraft
both on the initial arrival and descent as well as final approach. Strong emphasis how to
vector other aircraft in behind Heavy or Super aircraft, especially when the Heavy or Super
Aircraft is above and will be descending through the trailing aircraft's flight path. This is
potentially very dangerous for the reasons that led up to this report.
Though I was aware and asked questions and tried to mitigate the threat before it could
create a hazard to my flight, other aircrew may not even have had a clue what was about
to happen. Vertical and lateral in-trail separation needs to be greater following these
Super aircraft especially with the constraints and crossing altitudes we experience on most
RNAV arrivals. With at or above crossings, the potential exists that the preceding Super
aircraft could be above the path of the following in-trail aircraft. Much like being a dot high
on the glide path to final, the in-trail aircraft then faces the risk of encountering the wake
of the preceding Heavy or Super during many phases of the RNAV descent profile. I
believe that is what happened to us during our encounter. ATC, both Center and Approach
Control, need to also ALWAYS inform following aircraft within a set range that they are
crossing or following the path of a Heavy or Super aircraft. Currently that only seems to
occur in the approach sector of flight into the Airports we serve.
One other take away from this event. At each recurrent, we have the requirement and
opportunity to do upset recoveries. Sometimes this is set up as though from a wake
turbulence encounter following a Heavy aircraft. I am grateful for that training and, along
with the awareness of the possibility of a wake encounter, I believe that this training
helped to contribute to the successful recovery following this wake turbulence event.
Narrative: 2
Descending on the RIIVR arrival, landing west, we were vectored off to get spacing behind
an A380. The [A380] was cleared direct GRAMM and a few miles later we were cleared
direct GRAMM. The Captain voiced his concern about being behind this aircraft as they
descended on the arrival. We asked to delay our turn to offset from the A380's flight path.
Everything was normal and ATC advised us we were 16 miles in trail of the A380. We
turned final at RUSTT and then we encountered the wake turbulence from the A380. We
were passing thru approximately 18,500 ft and our aircraft was rapidly rolled to the right
and left about 5 or 6 times. The autopilot was disconnected as [the] Captain worked to
control our airplane. The rolls were more abrupt than normal and caused our aircraft to
print out a turbulence report. We reported the upset to the Approach Controller. He
advised us that we were 16 miles in trail and promptly vectored us to the South and out
from behind the A380's path. We continued and landed on 25L, while the A380 landed on
24R.
The next time I'm vectored behind an A380 I will request to offset or increase my spacing
to 20 miles. In doing this for over 30 years I've never experienced an upset from wake
turbulence this violent.
Callback: 2
Reporter emphasized the encounter was violent and was surprised at the intensity
considering the 16 miles they were in trail.
Synopsis
B737 flight crew reported a "severe" wake turbulence encounter on arrival into LAX 15
miles in trail of an A380.
ACN: 1411058 (32 of 50)
Time / Day
Date : 201612
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : ATL.Airport
State Reference : GA
Environment
Flight Conditions : IMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : ATL
Aircraft Operator : Air Carrier
Make Model Name : Regional Jet 200 ER/LR (CRJ200)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Nav In Use.Localizer/Glideslope/ILS : Runway 10
Flight Phase : Final Approach
Airspace.Class B : ATL
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : ATL
Aircraft Operator : Air Carrier
Make Model Name : B757 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Nav In Use : FMS Or FMC
Nav In Use.Localizer/Glideslope/ILS : Runway 10
Flight Phase : Final Approach
Airspace.Class B : ATL
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1411058
Analyst Callback : Attempted
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
Inbound to ATL on the ILS PRM to RWY 10, we were 5 miles in trail of a B757, IMC,
descending on the glideslope and cleared to land. Even though it is not required, I have
gotten in the habit of using Continuous Ignition when I believe there is a potential for
wake turbulence. I selected Cont Ign as soon as we were informed we were 5 miles behind
the B757. Crossing the final approach fix, we experienced 2 somewhat sharp rolls to the
left. The autopilot had no issues controlling the roll and I don't believe they exceeded 10
degrees of bank. They did not seem serious enough to consider breaking off the approach.
I quickly slowed the aircraft to Vref speed to maintain our distance behind the B757.
Normally I would offset the glideslope when following a B757 but given we were still IMC I
felt it best to keep the autopilot on the glideslope. A minute or so later we experienced a
sharp, very aggressive left roll of approximately 30 degrees bank. I immediately took
control of the aircraft from the autopilot, leveled the wings and leveled our descent to fly
out of the wake turbulence. Glancing up I realized the runway had come into sight and
continued the approach, this time intentionally remaining at least 5 degrees high on the
glideslope, but stabilized, the remaining distance to the runway. We landed without further
incident.
Would it be a good idea to consider adding a procedure to select Continuous Ignition
whenever wake turbulence is a possible threat? Especially with the newly recategorized
criteria - I am experiencing far more instances of wake (granted most are minor)
encounters since ATL adapted the Recat standards.
Synopsis
CRJ-200 First Officer reported encountering wake turbulence on approach to ATL five miles
in trail of a B757 that resulted in a "sharp" left roll.
ACN: 1409924 (33 of 50)
Time / Day
Date : 201612
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : EWR.Airport
State Reference : NJ
Altitude.AGL.Single Value : 500
Environment
Flight Conditions : IMC
Weather Elements / Visibility : Windshear
Weather Elements / Visibility.Visibility : 0.25
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : EWR
Aircraft Operator : Air Carrier
Make Model Name : A320
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Flight Phase : Initial Climb
Airspace.Class B : NYC
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : N90
Aircraft Operator : Air Carrier
Make Model Name : B757 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Flight Phase : Climb
Airspace.Class B : NYC
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 165
Experience.Flight Crew.Type : 4679
ASRS Report Number.Accession Number : 1409924
Analyst Callback : Attempted
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Type : 372
ASRS Report Number.Accession Number : 1409939
Events
Anomaly.Deviation - Speed : All Types
Anomaly.Inflight Event / Encounter : Weather / Turbulence
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.General : None Reported / Taken
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Contributing Factors / Situations : Weather
Primary Problem : Ambiguous
Narrative: 1
On takeoff from Runway 22R, reported ATIS 1/4 visibility, calm winds reported by tower.
Previous departure B757. Normal takeoff roll and rotation. Pitch bars commanded extreme
nose up. Wind increased to 20 kts by 100-150 ft, 50 kts by 300 ft, 82 kts by 500 ft. Pitch
bars commanding extreme nose up, aircraft attitude was 20-25 degrees nose up and not
yet at power reduction altitude (800 ft). Hit wake turbulence somewhere around 500 ft in
turn and had a 2-3 kts momentary overspeed. Autothrottles on. Continued nose up
rotation but hesitant to over-rotate as aircraft was extremely nose up with positive wind
performance. Had second momentary exceedance in turn when encountered wake
turbulence from previous aircraft leading to second exceedance (momentary overspeed).
Just after power reduction, rapid trend arrow indicating aircraft entering negative effect of
relative wind, VLS increased to just under aircraft speed (5 kts below). Thrust applied to
accelerate above green dot speed. Aircraft given 290 heading by ATC and turned west and
departed in light to moderate turbulence conditions. Exceedance reported to
[Maintenance] at cruise. Consulted with [Maintenance who stated] no issues. Proceeded to
[destination] and landed uneventfully.
Narrative: 2
[Report narrative contained no additional information.]
Synopsis
A320 flight crew reported a flap overspeed shortly after takeoff when they encountered a
rapidly increasing headwind and wake turbulence from the preceding B757.
ACN: 1409296 (34 of 50)
Time / Day
Date : 201612
Local Time Of Day : 1201-1800
Place
Locale Reference.ATC Facility : ZLA.ARTCC
State Reference : CA
Altitude.MSL.Single Value : 31000
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Center : ZLA
Aircraft Operator : Air Carrier
Make Model Name : B737-700
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Cruise
Airspace.Class A : ZLA
Aircraft : 2
Reference : Y
ATC / Advisory.Center : ZLA
Aircraft Operator : Air Carrier
Make Model Name : B747 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Cruise
Airspace.Class A : ZLA
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 131
ASRS Report Number.Accession Number : 1409296
Analyst Callback : Attempted
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
While enroute to PHX at FL310 we encountered moderate wake turbulence for
approximately 30 seconds to one minute from an opposite direction 747 directly above us
at FL320. The winds aloft exactly paralleled our courses and after experiencing the wake
turbulence for a few moments we decided to make a 30 degree turn to the left to fly out of
the wake turbulence. We informed ATC of our turn. LA Center gave us no traffic report. I
made a PA for Flight Attendants to take their seats. One F/A was forced to brace herself on
the floor in the aisle. No injuries occurred. I made a passenger PA to explain what the
turbulence was from.
It seems that 1000 feet below separation between 747s and 737s is not adequate. ATC
separation standards should be evaluated.
Synopsis
B737-700 Captain reported encountering wake turbulence at FL310 from an opposite
direction B747 at FL320. Reporter stated he would like to see the separation standards
increased.
ACN: 1408242 (35 of 50)
Time / Day
Date : 201612
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : IAD.Airport
State Reference : DC
Altitude.MSL.Single Value : 17000
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Center : ZDC
Aircraft Operator : Government
Make Model Name : Gulfstream V / G500 / G550
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 91
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Initial Approach
Route In Use.STAR : HYPER7
Airspace.Class E : ZDC
Aircraft : 2
Reference : Y
ATC / Advisory.Center : ZDC
Aircraft Operator : Air Carrier
Make Model Name : A380
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 129
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Initial Approach
Route In Use.STAR : HYPER7
Airspace.Class E : ZDC
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Government
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Instrument
Qualification.Flight Crew : Multiengine
Qualification.Flight Crew : Air Transport Pilot (ATP)
Qualification.Flight Crew : Flight Instructor
Experience.Flight Crew.Total : 6200
Experience.Flight Crew.Last 90 Days : 100
Experience.Flight Crew.Type : 300
ASRS Report Number.Accession Number : 1408242
Analyst Callback : Completed
Events
Anomaly.Inflight Event / Encounter : Loss Of Aircraft Control
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Flight Crew : Regained Aircraft Control
Result.Air Traffic Control : Issued New Clearance
Assessments
Contributing Factors / Situations : Procedure
Contributing Factors / Situations : Environment - Non Weather Related
Primary Problem : Ambiguous
Narrative: 1
[We were] level at 17,000 feet in cruise flight near LRP at 300 KIAS. ATC informed the
crew that they were ten miles in trail of an A380. A few minutes earlier, the G550 had
been cruising at 320 KIAS when ATC ordered a speed reduction to 300 KIAS to maintain
required separation with [the A380]. Crew complied with the speed reduction. [The A380]
was visible in the distance out of the cockpit windows. The G550 suddenly entered a 20 to
30 degree uncommanded right roll at 10-20 degrees per second. The left seat PF copilot
disengaged the autopilot and corrected roll using left roll input and turned on the seatbelt
sign. The G550 returned to level flight with about 200 feet of altitude loss. The Captain, as
right seat PM, then alerted ATC to the wake turbulence encounter and requested a turn
and descent. ATC then provided a vector to the right [to] take the G550 out of a trailing
position between [the A380]. No significant G forces were experienced during the upset or
recovery and there were no injuries or damage. Management was notified upon landing.
Synopsis
G550 First Officer reported a wake turbulence encounter at 17,000 feet while ten miles in
trail of an A380 that resulted in a 20 to 30 degree roll and a loss of 200 feet.
ACN: 1407339 (36 of 50)
Time / Day
Date : 201612
Aircraft
Reference : X
Aircraft Operator : Air Carrier
Make Model Name : Commercial Fixed Wing
Crew Size.Number Of Crew : 2
Mission : Passenger
Flight Phase : Final Approach
Flight Phase : Takeoff
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Total : 18000
ASRS Report Number.Accession Number : 1407339
Human Factors : Confusion
Human Factors : Distraction
Human Factors : Situational Awareness
Human Factors : Time Pressure
Events
Anomaly.ATC Issue : All Types
Anomaly.Conflict : Airborne Conflict
Anomaly.Conflict : Ground Conflict, Less Severe
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Deviation - Procedural : Clearance
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
Result.Flight Crew : Requested ATC Assistance / Clarification
Assessments
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
There has been a continuing trend where tower is clearing aircraft for take-off, primarily
DFW, ORD, before the preceding aircraft have even left the runway. The result is, if not
always, improper separation between aircraft, and experiencing wake turbulence from the
preceding aircraft. What is the rush? Ask for a slight delay and you get attitude from the
controller.
I find it ironic that when on approach, SNA and LAX for example ATC will say maintain
airspeed but "caution wake turbulence" from the aircraft you are following. Please tell me,
what action should a pilot take at that point? How do you "caution wake turbulence" and
told not to slow down when you are on a stable approach? How many go-arounds do I
have to make to remain safe because a controller is in a rush?
These events occur because ATC appears to be in a rush to "get 'em out." The new
separation standards are not safe. These constant wake turbulence events are going to
lead to a disaster. When I once asked a controller what the separation was between our
aircraft, the response was "adequate." Sorry,but I think that is for the PIC to decide.
How about the aircraft in front of you actually leaves the tarmac with gear up before
clearing the next aircraft for take-off? How about not putting an aircraft that is 20k slower
in front of you but you are told to keep your speed up?
Synopsis
Regional jet pilot reported wake turbulence concerns related to departing behind and
following aircraft into and out of airports. Pilot stated ATC appears to be in a rush.
ACN: 1407328 (37 of 50)
Time / Day
Date : 201612
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : DFW.Airport
State Reference : TX
Altitude.AGL.Single Value : 1200
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : DFW
Aircraft Operator : Air Carrier
Make Model Name : B737-800
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Initial Climb
Airspace.Class B : DFW
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : D10
Aircraft Operator : Air Carrier
Make Model Name : A321
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Airspace.Class B : DFW
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1407328
Analyst Callback : Completed
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Regained Aircraft Control
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
On initial climb out from runway 18L, at approximately 1200 AGL, after calling for "VNAV",
we encountered extreme wake turbulence from the preceding A321. I recovered the
aircraft. The rest of the departure and climb out was normal. DFW TWR cleared us onto
the runway, line up and wait, after the A321 was given takeoff clearance. Once into
position, Tower cleared us to takeoff, while the A321 was still on the runway. I elected to
wait 15-30 seconds for the A321 to become airborne before applying takeoff thrust, trying
to ensure adequate spacing behind the A321. After the upset event I should have allowed
even more time behind the A321.
This is the second major aircraft upset I have experienced since the new FAA wake
turbulence separations standards went into effect. The first was behind a B757. The FAA
needs to return to the 2 minute spacing behind B757 and A321 aircraft. I will not put
myself into this position again.
Callback: 1
Reporter emphasized his displeasure with the reduced separation techniques in use that he
feels increase the likelihood of wake turbulence encounters.
Synopsis
B737-800 Captain reported encountering "extreme" wake turbulence at approximately
1,200 feet AGL departing DFW in trail of an A321.
ACN: 1407147 (38 of 50)
Time / Day
Date : 201612
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : HWD.Airport
State Reference : CA
Relative Position.Angle.Radial : 133
Relative Position.Distance.Nautical Miles : 3
Altitude.MSL.Single Value : 2000
Environment
Flight Conditions : VMC
Weather Elements / Visibility.Visibility : 10
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : NCT
Aircraft Operator : FBO
Make Model Name : Small Aircraft, High Wing, 1 Eng, Fixed Gear
Crew Size.Number Of Crew : 1
Operating Under FAR Part : Part 91
Flight Plan : VFR
Mission : Traffic Watch
Flight Phase : Cruise
Airspace.Class C : OAK
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : OAK
Aircraft Operator : Air Carrier
Make Model Name : MD-11
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Cargo / Freight
Nav In Use : FMS Or FMC
Flight Phase : Final Approach
Airspace.Class C : OAK
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Contracted Service
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Single Pilot
Qualification.Flight Crew : Instrument
Qualification.Flight Crew : Commercial
Qualification.Flight Crew : Multiengine
Experience.Flight Crew.Total : 800
Experience.Flight Crew.Last 90 Days : 90
Experience.Flight Crew.Type : 600
ASRS Report Number.Accession Number : 1407147
Analyst Callback : Attempted
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Aircraft : Aircraft Damaged
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Environment - Non Weather Related
Narrative: 1
While flying along the San Mateo/92 Highway towards the 880 North at 2000 feet MSL
inside the OAK class C airspace near the Jackson Street waypoint. We were instructed by
ATC to remain clear of an MD11 on final into OAK. We had more than a mile of separation
and turned right to the south east to stay away from the approach path of the MD11. ATC
then cleared us to continue pilot navigation once the MD11 was approximately 3 miles
farther down the approach. I turned toward a point that I determined would keep us above
the MD11's wake turbulence at 2000 feet MSL. We then encountered wake turbulence I
would describe like going over a speed bump in a car too fast. I would estimate a
momentary negative G of around -0.2. The rest of the flight was a normal flight back to
our base airport. The reclining function of the passenger seat was damaged and we think it
occurred in the wake turbulence event. No other damage.
Synopsis
Single engine aircraft pilot reported the aircraft incurred minor damage during a wake
turbulence encounter with an MD11.
ACN: 1406756 (39 of 50)
Time / Day
Date : 201612
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : LAX.Airport
State Reference : CA
Altitude.MSL.Single Value : 2200
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : SCT
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 170/175 ER/LR
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Initial Approach
Route In Use.STAR : SADDE7
Airspace.Class B : LAX
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : LAX
Aircraft Operator : Air Carrier
Make Model Name : B777 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Flight Plan : IFR
Mission : Passenger
Flight Phase : Final Approach
Airspace.Class B : LAX
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1406756
Human Factors : Communication Breakdown
Human Factors : Confusion
Human Factors : Situational Awareness
Communication Breakdown.Party1 : Flight Crew
Communication Breakdown.Party2 : ATC
Analyst Callback : Completed
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1406758
Human Factors : Communication Breakdown
Human Factors : Confusion
Human Factors : Situational Awareness
Communication Breakdown.Party1 : Flight Crew
Communication Breakdown.Party2 : ATC
Events
Anomaly.Aircraft Equipment Problem : Less Severe
Anomaly.ATC Issue : All Types
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Became Reoriented
Assessments
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Human Factors
Narrative: 1
Descending on the SADDE arrival we began receiving vectors for the visual for runway 24R
into LAX with a speed assignment of 180 KTS. SOCAL Approach had descended us below
7,000 ft and advised us traffic to follow, a Boeing 777 at our 3 o'clock. Both [the] Captain
and I saw the 777 right away and notified approach of this. At this point approach gave us
a base leg turn, followed by clearing us for the visual runway 24R. Since we had been
cleared for the visual approach I spun in an intercept heading of 220, followed by ATC
assigning heading 230 to intercept. At this point we were leveling at 2200 ft. As the LOC
became alive I noticed we were on about a 12 mile final when the approach controller
stated, "speed 160 if you like." This confused both [the] Captain and myself because we
had never been told how fast the preceding 777 was traveling, if we were flying faster
than the 777, or how far ahead the 777 was. At this point we had flown into the wake of
the heavy 777. This caused the airplane to bank right to roughly 45-60 degrees. Without
hesitation both the Captain and I grabbed the controls, disconnected the auto pilot, and
reestablished straight and level flight.
Once re-arming the auto pilot we captured the localizer and glide path for the visual for
runway 24R still outside the final approach fix. While in the recovery and configuring for
landing, the master caution had been silenced due to high work load. It was not until just
before "1000 ft instruments normal" call that [the] Captain noticed that we had 3 EICAS
caution messages, (WINDSHEAR FAIL, AOA LIMIT FAIL, SHAKER ANTICIPATED). At this
point [the] Captain called for a GA (go-around) and we executed the GA per SOPs. Once
established in the GA [the] Captain assigned control of the aircraft and radios to myself
while he ran the QRH for the 3 EICAS messages we had received. The WINDSHEAR FAIL,
and AOA LIMIT FAIL check list ended with them just being crew awareness messages while
the SHAKER ANTICIPATED messages led to a new landing configuration with landing data.
Once we had this all figured out with new landing data for the new landing configuration
we continued with the climb check, descent check, and approach check before notifying
ATC that we were ready to come back to LAX for another landing attempt on runway 24R.
This attempt occur normally, but during taxi into the gate the 3 EICAS caution messages
cleared and 2 EICAS cyan messages of ADS PROBS 2 and 4 FAIL appeared. Once at the
gate with the flight officially ended [the] Captain and I debriefed what had happened, the
go around, all EICAS messages, and that no limitations had been exceeded in the last few
moments of the flight.
After an in-depth discussion with [the] Captain I believe the root cause of this was a lack
of communication between us as a crew and ATC as to our spacing and speed difference
with the 777 that we were following. Neither the Captain nor myself [queried] ATC as to
how far behind or the speed difference between the two aircraft, and the confusing
terminology that was used by ATC in by telling us to maintain 160 KTS if we wish were all
causes.
Narrative: 2
[Report narrative contained no additional information.]
Synopsis
EMB-175 flight crew reported encountering wake turbulence from a preceding B777 on
arrival into LAX.
ACN: 1406143 (40 of 50)
Time / Day
Date : 201612
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : DCA.Airport
State Reference : DC
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : DCA
Aircraft Operator : Air Carrier
Make Model Name : B737-800
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Climb
Route In Use.SID : WYNGS3
Airspace.Class B : DCA
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : PCT
Aircraft Operator : Air Carrier
Make Model Name : Medium Large Transport, Low Wing, 2 Turbojet Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Route In Use.SID : WYNGS3
Airspace.Class B : DCA
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Not Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1406143
Human Factors : Distraction
Analyst Callback : Attempted
Events
Anomaly.Deviation - Track / Heading : All Types
Anomaly.Deviation - Procedural : Clearance
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Returned To Clearance
Result.Air Traffic Control : Issued Advisory / Alert
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Human Factors
Narrative: 1
This course deviation occurred shortly after departing runway 01 at DCA via the WYNGS
departure. I was the pilot monitoring and [the First Officer] was the pilot flying. I accepted
a clearance from tower to maintain visual separation from the preceding aircraft. Once
airborne and after FO began left turn to NW (up the river) I focused my attention on the
aircraft ahead of us. We had minimum spacing and [encountered] his wake. Once clear of
his wake, and sure his flight path was not a conflict to ours, I came inside the cockpit to
check the instruments for aircraft position and noticed we were slightly right of course, but
did not say anything as FO had proper correction established. Shortly thereafter, I was
given a phone number to call for a possible deviation.
I should not have accepted the ATC clearance to maintain visual separation due to the
short distance between aircraft. This created a distraction from my primary duties of a
pilot monitoring and delayed my cross check to ensure the aircraft was in the proper
position.
Synopsis
B737-800 Captain reported a track deviation occurred departing DCA when they were
distracted by a wake turbulence encounter.
ACN: 1405673 (41 of 50)
Time / Day
Date : 201611
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : OAK.Airport
State Reference : CA
Altitude.MSL.Single Value : 2000
Environment
Flight Conditions : VMC
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : NCT
Aircraft Operator : Air Carrier
Make Model Name : Medium Large Transport, Low Wing, 2 Turbojet Eng
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Route In Use.SID : CNDEL3
Airspace.Class C : OAK
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : NCT
Aircraft Operator : Air Carrier
Make Model Name : MD-11
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Cargo / Freight
Flight Phase : Climb
Airspace.Class C : OAK
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1405673
Human Factors : Distraction
Events
Anomaly.Deviation - Altitude : Overshoot
Anomaly.Deviation - Altitude : Crossing Restriction Not Met
Anomaly.Deviation - Procedural : Clearance
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Result.Air Traffic Control : Issued Advisory / Alert
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Primary Problem : Human Factors
Narrative: 1
We were given the CNDEL3 RNAV departure out of OAK. We had a wheels-up time and
were advised that if we didn't make the time we would have to wait about 30 minutes on
the ground before being released again. We made it to the runway right on time and were
given instructions to takeoff behind a MD-11 heavy. This caused us to takeoff with normal
thrust as opposed to the planned reduced. After takeoff we started experiencing the
effects of wake turbulence due to the heavy that took off prior to us. Trying to minimize
the effect of the wake turbulence we missed a crossing restriction of at-or-below 2,000 ft
over LEJAY, the first fix in the departure. ATC instructed us to climb unrestricted to 10,000
ft and at that same moment notified us of the crossing restriction we had missed. We
proceeded with the rest of the flight with no further issues.
Suggest not getting too caught up with making the wheel-up time and be aware of the
threat of a low crossing restriction with the combination of taking off with normal thrust
and wake turbulence from the proceeding heavy.
Synopsis
Medium size regional jet First Officer reported overshooting a crossing restriction climbing
out of OAK as they were dealing with a wake turbulence encounter from the preceding
MD-11.
ACN: 1404436 (42 of 50)
Time / Day
Date : 201611
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : ORD.Airport
State Reference : IL
Altitude.MSL.Single Value : 11500
Environment
Flight Conditions : VMC
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.Center : ZAU
Aircraft Operator : Air Carrier
Make Model Name : B737 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Descent
Route In Use.STAR : TRTLL4
Airspace.Class E : ZAU
Aircraft : 2
Reference : Y
ATC / Advisory.Center : ZAU
Aircraft Operator : Air Carrier
Make Model Name : Commercial Fixed Wing
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Descent
Route In Use.STAR : TRTLL4
Airspace.Class E : ZAU
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Type : 1080
ASRS Report Number.Accession Number : 1404436
Analyst Callback : Attempted
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
Experience.Flight Crew.Last 90 Days : 105
Experience.Flight Crew.Type : 514
ASRS Report Number.Accession Number : 1404442
Events
Anomaly.Deviation - Altitude : Undershoot
Anomaly.Deviation - Altitude : Crossing Restriction Not Met
Anomaly.Deviation - Procedural : Clearance
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Environment - Non Weather Related
Narrative: 1
During descent we encountered wake turbulence from preceding aircraft which interrupted
our VNAV descent causing us to be 500 ft high at TRTLL.
Narrative: 2
Was given cross TRTLL at 11000 from our cruise alt of FL390. The aircraft started down in
VNAV PATH which was verbalized by both pilots. In the descent we ran into some wake. A
moment later I noticed the FMA said VNAV SPD. I opened the speed brakes to try and get
back on path. The Captain tried to contact ATC and get relief on the crossing restriction
however the aircraft ahead was talking. We leveled at 11000. The next clearance was for
us to change to approach control.
Synopsis
B737 flight crew reported missing a crossing restriction after encountering wake
turbulence during descent into ORD.
ACN: 1403281 (43 of 50)
Time / Day
Date : 201611
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : BWI.Airport
State Reference : MD
Altitude.AGL.Single Value : 1400
Environment
Flight Conditions : VMC
Weather Elements / Visibility : Turbulence
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : PCT
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 145 ER/LR
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use.Localizer/Glideslope/ILS : Runway 33L
Flight Phase : Final Approach
Airspace.Class B : BWI
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : BWI
Aircraft Operator : Air Carrier
Make Model Name : B737-800
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Final Approach
Airspace.Class B : BWI
Person : 1
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1403281
Analyst Callback : Completed
Person : 2
Reference : 2
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : First Officer
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1403167
Events
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Anomaly.Inflight Event / Encounter : Loss Of Aircraft Control
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Regained Aircraft Control
Result.Flight Crew : Executed Go Around / Missed Approach
Assessments
Contributing Factors / Situations : Procedure
Contributing Factors / Situations : Environment - Non Weather Related
Primary Problem : Procedure
Narrative: 1
With BWI Approach Control [Potomac], we were vectored onto a visual approach to 33L.
They put us in between 2 B737s which where only separated by 5 NM, by referencing the
TCAS map. We were told to slow to final approach speed. We configured to flaps 22 and
gear down. Passing through 150 KIAS and approximately 1400 ft AGL with the autopilot
on, the aircraft began to roll to the right and suspected wake turbulence. As we continued
to roll to the right passing 25-30 degrees of bank, I decided to take control of the aircraft
and autopilot automatically disabled when rolling the yoke to the left. I continued to roll
the yoke to the left to the stop. I had no more aileron input to the left and we continued to
roll through 60-70 degrees.
At this time the Pilot Monitoring decided to push the power to full forward helping in any
way to regain control the aircraft. Audial 'Bank Angle' was heard and we continued to roll.
At this time I decided the best course of action was to stop trying to roll the aircraft level
to the left and let the aircraft to continue to roll and try to maintain a 1G roll with the
direction of the wake. We had no control of the aircraft as we passed 80 degrees bank. At
about 90 degrees bank, with the engine spooled up, we regained control of the aircraft and
recovered from the unusual attitude. We apparently were no longer in the wake of the
aircraft in front of us. Recovering from the excessive bank, we executed a go-around. We
told BWI Tower that we encountered wake turbulence and called the go around. We were
vectored around for another visual and landed.
BWI TRACON [Potomac] seems to put aircraft very close on visuals. I know separation can
be reduced to 2.5 NM on visual approaches within 10 miles of runway, but 3 miles might
be safer with an RJ behind a B737-800. In doing some research, a 737-800 can have the
same wake at max landing weight as a 757. Would suggest to at least move to 3 [miles].
Callback: 1
Reporter stated various degrees of wake encounter have happened multiple times in the
past during BWI arrivals.
Narrative: 2
We were arriving Baltimore and were handed off to Baltimore Tower from Approach. We
were tracking the localizer and glideslope for the visual approach to 33L. After flaps 45
was set the aircraft began to buffet severely and then rolled left to approximately 80-90
degrees of bank and then proceeded to nose down. [The Captain] had two hands on the
yoke trying to regain control of the aircraft. I saw he was having a difficult time controlling
it so I pushed the thrust levers full forward and grabbed the yoke to assist [the] Captain.
After 5-10 seconds of uncontrollable flight we regained control of the aircraft and
proceeded to complete the go around procedure and check lists and circled back for a
successful approach and landing. BWI Tower said we were following a B737. This upset
was due to severe wake turbulence due to separation on approach into BWI.
Synopsis
EMB-145 flight crew reported a loss of control and aircraft upset following a wake
turbulence encounter on approach to BWI in trail of a B737 which caused a 90 degree
bank.
ACN: 1402975 (44 of 50)
Time / Day
Date : 201611
Local Time Of Day : 0601-1200
Place
Locale Reference.Airport : ATL.Airport
State Reference : GA
Altitude.MSL.Single Value : 16000
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Center : ZTL
Aircraft Operator : Air Carrier
Make Model Name : Regional Jet 200 ER/LR (CRJ200)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Climb
Route In Use.SID : BANNG2
Airspace.Class E : ZTL
Aircraft : 2
Reference : Y
ATC / Advisory.Center : ZTL
Aircraft Operator : Air Carrier
Make Model Name : A321
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Nav In Use : FMS Or FMC
Flight Phase : Climb
Route In Use.SID : BANNG2
Airspace.Class A : ZTL
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1402975
Analyst Callback : Attempted
Events
Anomaly.Deviation - Track / Heading : All Types
Anomaly.Deviation - Procedural : Clearance
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Took Evasive Action
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Procedure
Narrative: 1
Cleared for takeoff 27R ATL on the BANNG departure behind an Airbus 321. Airbus was on
the same departure as us. We both got vectors toward BANNG intersection. Climbing
through about 16000 ft got wake turbulence from the Airbus - he was 2000+ ft above us.
I immediately turned 30 degrees left to exit the wake [and] advised Controller. Airbus was
about 10 miles from us.
Wake turbulence and the upset of an aircraft that is a direct result of putting aircraft on
the same departure. Our event started with traffic downfield on takeoff which gave us
additional spacing but still did not keep us clear of wake. I will never take off behind the
Airbus 321 without the full 2 minutes. With so many departure routes we should not have
to follow another aircraft on the same departure.
Synopsis
CRJ-200 Captain reported encountering wake turbulence departing ATL ten miles in trail of
an A321.
ACN: 1402692 (45 of 50)
Time / Day
Date : 201611
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : CLT.Airport
State Reference : NC
Altitude.AGL.Single Value : 150
Environment
Flight Conditions : VMC
Weather Elements / Visibility : Turbulence
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.Tower : CLT
Aircraft Operator : Air Carrier
Make Model Name : Regional Jet 200 ER/LR (CRJ200)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Initial Climb
Airspace.Class B : CLT
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : CLT
Aircraft Operator : Air Carrier
Make Model Name : Commercial Fixed Wing
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Airspace.Class B : CLT
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1402692
Human Factors : Situational Awareness
Events
Anomaly.Deviation - Speed : All Types
Anomaly.Inflight Event / Encounter : Weather / Turbulence
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Became Reoriented
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Weather
Primary Problem : Human Factors
Narrative: 1
Taking off Runway 36C in CLT. FO was flying I was PM. Normal takeoff profile. I called
positive rate. FO called for gear up. As I was moving the gear lever we got a brief stick
shaker. FO adjusted pitch/shaker stopped immediately. Airspeed was around 155-160.
Rotation was a bit faster than normal. FO stated he was pitching to maintain V2+10-15
knots. Additionally, as the event was occurring we hit some rough air/light turbulence.
Later, around 800 feet we hit some light wake turbulence from the proceeding aircraft
which makes me think this was a contributing factor.
Synopsis
CRJ-200 Captain reported they experienced a brief stick shaker shortly after takeoff
associated with pitch rate, turbulence, and a possible wake vortex encounter.
ACN: 1402000 (46 of 50)
Time / Day
Date : 201611
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : ATL.Airport
State Reference : GA
Altitude.MSL.Single Value : 5000
Environment
Flight Conditions : VMC
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.TRACON : A80
Aircraft Operator : Air Taxi
Make Model Name : PC-12
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 135
Flight Plan : IFR
Mission : Passenger
Nav In Use.Localizer/Glideslope/ILS : Runway 26R
Flight Phase : Initial Approach
Airspace.Class B : ATL
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : A80
Aircraft Operator : Air Carrier
Make Model Name : Airbus 318/319/320/321 Undifferentiated
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Initial Approach
Airspace.Class B : ATL
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Taxi
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1402000
Analyst Callback : Completed
Events
Anomaly.Deviation - Altitude : Excursion From Assigned Altitude
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Anomaly.Inflight Event / Encounter : Loss Of Aircraft Control
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Returned To Clearance
Result.Flight Crew : Regained Aircraft Control
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
We were on the ATL 26R ILS PRM approach. We were at 5,000 about 2 NM east of HAINZ
and approximately 4 NM behind a small Airbus when we hit significant wake turbulence.
The Pilatus rumbled then very quickly banked left 30-40 degrees and pitched down five to
ten degrees. I quickly disconnected the autopilot, leveled the wings and leveled the pitch.
We regained control of the aircraft and continued the approach. We ended up about 100 ft
above our assigned altitude but no deviation was noted by ATC. We landed uneventfully,
we were not able to notify ATC due to frequency congestion.
Synopsis
PC-12 Captain reported they experienced a 30-40 degree bank and 5-10 degree pitch
down when they encountered wake turbulence on arrival into ATL in trail of a "small
Airbus".
ACN: 1401976 (47 of 50)
Time / Day
Date : 201611
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : PHL.Airport
State Reference : PA
Altitude.AGL.Single Value : 0
Environment
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.Tower : PHL
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 190/195 ER/LR
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Takeoff
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : PHL
Aircraft Operator : Air Carrier
Make Model Name : A321
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Airspace.Class B : PHL
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Captain
Function.Flight Crew : Pilot Not Flying
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1401976
Human Factors : Situational Awareness
Analyst Callback : Attempted
Events
Anomaly.Ground Event / Encounter : Other / Unknown
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Became Reoriented
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Environment - Non Weather Related
Narrative: 1
During takeoff from 27L in PHL, winds reported prior to takeoff 320/9. The hour old ATIS
reported gust earlier 360@16/G30. With the more current report we felt comfortable we
were within limits and that the wind had died down. Having used our resources, we
applied the windshear guidance procedures and elected a max thrust takeoff, longest
runway with an adjusted Vr of 140. On takeoff roll, we experienced some sort of massive
gust or wing tip vortices from the previous Airbus 321 which pushed the nose about 20-30
[degrees] left. Having my hands in a grasp position, I accidentally removed TOGA power
momentarily due to the lateral jolt. Passed 80 knots, I elected to continue after FO
regained immediate directional control. I quickly reapplied TOGA and called rotate at
preplanned adjusted Vr. We rotated halfway down 27L and the remainder of the flight was
uneventful. Due to the lateral movement, I called the Purser to ensure everyone was okay,
she reaffirmed everyone was okay.
I think even with a highly experienced FO, I'll elect to conduct the takeoff next time when
there is any doubt of a potential direct crosswind scenario in addition to wind shear
precautions being used. I feel I need to adjust my hands as not to grasp the thrust levers
on takeoff to prevent an inadvertent thrust reduction in the future. This was an eye opener
for me and I learned a lot from the experience.
Synopsis
ERJ-190 Captain reported the nose swung 20 to 30 degrees left on the takeoff roll in
response to a wind gust or wake from the previous takeoff.
ACN: 1401464 (48 of 50)
Time / Day
Date : 201611
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : ATL.Airport
State Reference : GA
Environment
Light : Night
Aircraft : 1
Reference : X
ATC / Advisory.Tower : ATL
Aircraft Operator : Air Carrier
Make Model Name : Regional Jet 200 ER/LR (CRJ200)
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Climb
Airspace.Class B : ATL
Aircraft : 2
Reference : Y
ATC / Advisory.TRACON : A80
Aircraft Operator : Air Carrier
Make Model Name : Commercial Fixed Wing
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Flight Phase : Climb
Airspace.Class B : ATL
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Flying
Function.Flight Crew : First Officer
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1401464
Analyst Callback : Attempted
Events
Anomaly.Deviation - Track / Heading : All Types
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Deviation - Procedural : Clearance
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
Detector.Person : Air Traffic Control
When Detected : In-flight
Result.Flight Crew : Returned To Clearance
Result.Air Traffic Control : Issued New Clearance
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Procedure
Primary Problem : Ambiguous
Narrative: 1
On climb out from Atlanta we hit wake turbulence right as we were about to turn to follow
the SID out of Atlanta. I delayed the turn to maintain positive aircraft control while we
were in wake turbulence. After we got out of the wake turbulence we were about a half
dot off course. Seeing this I immediately turned to get on course, shortly after ATC issued
us a heading of 330 to join the SID. Nothing else out of the normal occurred the rest of
the flight.
In learning from this event, I could have keyed the mic and let ATC know what happened
and the corrective action being taken so there won't be any confusion.
Synopsis
CRJ-200 First Officer reported a track deviation occurred when they delayed their turn on
the SID departing ATL because of a wake turbulence encounter.
ACN: 1400248 (49 of 50)
Time / Day
Date : 201610
Local Time Of Day : 1801-2400
Place
Locale Reference.Airport : BWI.Airport
State Reference : MD
Relative Position.Distance.Nautical Miles : 10
Altitude.MSL.Single Value : 2000
Environment
Flight Conditions : VMC
Weather Elements / Visibility : Turbulence
Weather Elements / Visibility.Visibility : 10
Light : Night
Ceiling.Single Value : 4000
Aircraft
Reference : X
ATC / Advisory.TRACON : PCT
Aircraft Operator : Personal
Make Model Name : M-20 J (201) / Allegro
Crew Size.Number Of Crew : 1
Operating Under FAR Part : Part 91
Flight Plan : IFR
Mission : Personal
Nav In Use : GPS
Flight Phase : Initial Approach
Airspace.Class B : BWI
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Personal
Function.Flight Crew : Pilot Flying
Function.Flight Crew : Single Pilot
Qualification.Flight Crew : Private
Qualification.Flight Crew : Instrument
Experience.Flight Crew.Total : 1750
Experience.Flight Crew.Last 90 Days : 10
Experience.Flight Crew.Type : 1250
ASRS Report Number.Accession Number : 1400248
Human Factors : Situational Awareness
Human Factors : Workload
Human Factors : Distraction
Analyst Callback : Attempted
Events
Anomaly.Aircraft Equipment Problem : Less Severe
Anomaly.Deviation - Procedural : Published Material / Policy
Anomaly.Inflight Event / Encounter : Weather / Turbulence
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
When Detected : In-flight
Result.Flight Crew : Diverted
Assessments
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Weather
Primary Problem : Human Factors
Narrative: 1
On approach to BWI at night while on an IFR flight plan, but in VFR conditions, I had
difficulty following ATC requested headings and I missed the intercept for the ILS. At the
time my new GPS (Garmin 650) self-dimmed to such a low level that it could not be seen.
I could not figure out how to make it brighter and readable. At the same time the airspeed
indicator and directional gyro were also poorly lighted despite the fact that I had the panel
lighting turned up to maximum. I used a flashlight to light those two instruments while I
was flying the plane. The original plan was to land at Carroll County Airport (DMW), but
due to very bad weather there, at the last moment, I made a choice to land at BWI. I was
also experiencing at times severe wake turbulence.
Next time I should make sure that these instruments and the GPS are well lighted. Also, I
waited in the decision to divert, and once I did so I was immediately exposed to an
extremely busy ATC environment with no time to prepare or find the approach in my back-
up paper approach plates. I was way too busy, and overwhelmed. Next time the decision
to divert will be made further out and I will prepare for the approach way ahead of time. I
will practice my instrument approaches more and practice landing at busy airports. Also it
probably would have been much better to divert to a much less busy major GA airport
such as Martin State Airport (MTN).
Synopsis
M20J pilot reported having difficulty with complying with ATC headings when the workload
of a night IFR flight became more than he could comfortably handle.
ACN: 1399829 (50 of 50)
Time / Day
Date : 201611
Local Time Of Day : 1201-1800
Place
Locale Reference.Airport : LAX.Airport
State Reference : CA
Altitude.MSL.Single Value : 2100
Environment
Light : Daylight
Aircraft : 1
Reference : X
ATC / Advisory.Tower : LAX
Aircraft Operator : Air Carrier
Make Model Name : EMB ERJ 170/175 ER/LR
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 91
Flight Plan : IFR
Mission : Ferry
Flight Phase : Final Approach
Airspace.Class B : LAX
Aircraft : 2
Reference : Y
ATC / Advisory.Tower : LAX
Aircraft Operator : Air Carrier
Make Model Name : B737 Undifferentiated or Other Model
Crew Size.Number Of Crew : 2
Operating Under FAR Part : Part 121
Flight Plan : IFR
Mission : Passenger
Flight Phase : Final Approach
Airspace.Class B : LAX
Person
Reference : 1
Location Of Person.Aircraft : X
Location In Aircraft : Flight Deck
Reporter Organization : Air Carrier
Function.Flight Crew : Pilot Not Flying
Function.Flight Crew : Captain
Qualification.Flight Crew : Air Transport Pilot (ATP)
ASRS Report Number.Accession Number : 1399829
Analyst Callback : Attempted
Events
Anomaly.Aircraft Equipment Problem : Less Severe
Anomaly.Inflight Event / Encounter : Wake Vortex Encounter
Detector.Person : Flight Crew
Were Passengers Involved In Event : N
When Detected : In-flight
Result.Flight Crew : Overcame Equipment Problem
Assessments
Contributing Factors / Situations : Environment - Non Weather Related
Contributing Factors / Situations : Human Factors
Contributing Factors / Situations : Procedure
Primary Problem : Environment - Non Weather Related
Narrative: 1
On an empty repositioning flight (Part 91) to LAX we experienced wake turbulence which
caused 20 degrees of bank at about 2100 feet AGL. There was only me and the First
Officer onboard the plane. We had a 737 (If I identified that correctly) about 4 to 5 miles
ahead, and another aircraft approaching 24R. The First Officer was pilot flying and
automation was engaged (A/P and A/T). We were on speed 180, and on profile with flaps
3, approaching point LIMMA. Aircraft first started to shake and then suddenly started to
bank to the right. I immediately took the control, disconnected the A/P and brought back
the wings to level. After that rapid turn it started to smooth out and we were almost over
point LIMMA so we started to configure the plane and continued the approach with AP/AT
disengaged. We were stable at, and below 1000 feet and landing and the rest of approach
were uneventful and normal.
After landing tower advised on Wake Turbulence experience. Before we touched down we
got 3 EICAS msgs of AT FAIL, AOA LIMIT FAIL, and WINDSHEAR FAIL. Once we touched
down all of those msgs disappeared and instead we got 4 blue advisory msgs of ADS
PROBE 1, 2, 3, 4 FAIL. Since it was just a MX repositioning flight we had to take the plane
to hangar. During taxi to hangar the APU did not start and because the hangar area was
busy we had to power down the plane. Dispatcher and maintenance had been contacted
and advised of the issues and problem we experienced before landing. With the
concurrence of maintenance APU restarted and the plane computers restarted with no
EICAS msgs. MX mentioned that receiving those messages during encounter with strong
wake turbulence is typical. I guess being very light, with only me and First Officer onboard
made us more sensitive to wake of nearby traffic.
Synopsis
EMB-175 Captain reported receiving several EICAS messages on system anomalies that
were determined to be a result of a wake turbulence encounter during approach. All items
were successfully cleared after landing.