View Full Version : Visual Cues for Wake Turbulence Seperation.
dudduddud
5th Aug 2004, 08:23
Just say you're on final approach on a calm day and are following a larger airplane, you'll want to fly above their profile to fully ensure wake seperation. That's fine but how do you tell if you're above their profile?
Are there any visual references or cues one can use to ensure you are in fact higher then they were at your current distance out?
Does making sure the plane you are following appears 'below' the threshold work?
[DAY-VFR]
many thanks :D
mstram
5th Aug 2004, 15:19
I don't know about any visual clues, but if there's an ILS, flying a dot high should do it.
No ILS, you'll have to do the mental math and stay above the 3deg slope, or start off flying a 3 deg approach (descent = 5x GroundSpeed) with threshold as the aim point, then adjust to a slightly higher profile, say 4x gs).
That depends on how "big" the big airplane is :) A turbo prop is big compared to a light plane, but the turbo prop might also be flying a higher than normal profile if they are following a heavy jet !
Mike
Intruder
5th Aug 2004, 18:51
Just say you're on final approach on a calm day and are following a larger airplane, you'll want to fly above their profile to fully ensure wake seperation.
No. You'll want to fly ON the glideslope, so you don't put YOUR wake turbulence on it!
Wake turbulence (vortices) travels downward and outward. If everyone is on the same path, nobody should be upset by the previous wake.
NigelOnDraft
6th Aug 2004, 11:51
Except Intruder, with a light cross/tailwind - then it just sits on the ILS all the way.
In short, do not try to "defeat" the wake turbulence down the glide path, only to find the problem at the slowest most critical point - as you reach the runway.
If you want to defeat it properly, then do so... but this means you must identify where the aircraft ahead has "de-rotated" (may be well after actual touchdown point), and then allow from there for the wind. This will lead you to land well in from the threshold, which may not be appreciated by the airport operator / your company etc.
NoD