AIM ¶ 7-4-8 — Wake Turbulence Pilot Responsibility

Research and testing have been conducted, in addition to ongoing wake initiatives, in an attempt to mitigate the effects of wake turbulence. Pilots must exercise vigilance in situations where they are responsible for avoiding wake turbulence. Pilots are reminded that in operations conducted behind all aircraft, acceptance of instructions from ATC in the following situations is an acknowledgment that the pilot will ensure safe takeoff and landing intervals and accepts the responsibility for providing wake turbulence separation. Traffic information. Instructions to follow an aircraft; and The acceptance of a visual approach clearance. For operations conducted behind super or heavy aircraft, ATC will specify the word “ super ” or “ heavy ” as appropriate, when this information is known. Pilots of super or heavy aircraft should always use the word “ super ” or “ heavy ” in radio communications. Super, heavy, and large jet aircraft operators should use the following procedures during an approach to landing. These procedures establish a dependable baseline from which pilots of in-trail, lighter aircraft may reasonably expect to make effective flight path adjustments to avoid serious wake vortex turbulence. Pilots of aircraft that produce strong wake vortices should make every attempt to fly on the established glidepath, not above it; or, if glidepath guidance is not available, to fly as closely as possible to a “3-1” glidepath, not above it. Pilots of aircraft that produce strong wake vortices should fly as closely as possible to the approach course centerline or to the extended centerline of the runway of intended landing as appropriate to conditions. Pilots operating lighter aircraft on visual approaches in-trail to aircraft producing strong wake vortices should use the following procedures to assist in avoiding wake turbulence. These procedures apply only to those aircraft that are on visual approaches. Pilots of lighter aircraft should fly on or above the glidepath. Glidepath reference may be furnished by an ILS, by a visual approach slope system, by other ground-based approach slope guidance systems, or by other means. In the absence of visible glidepath guidance, pilots may very nearly duplicate a 3-degree glideslope by adhering to the “3 to 1” glidepath principle. If the pilot of the lighter following aircraft has visual contact with the preceding heavier aircraft and also with the runway, the pilot may further adjust for possible wake vortex turbulence by the following practices: Pick a point of landing no less than 1,000 feet from the arrival end of the runway. Establish a line-of-sight to that landing point that is above and in front of the heavier preceding aircraft. When possible, note the point of landing of the heavier preceding aircraft and adjust point of intended landing as necessary. Maintain the line-of-sight to the point of intended landing above and ahead of the heavier preceding aircraft; maintain it to touchdown. Land beyond the point of landing of the preceding heavier aircraft. Ensure you have adequate runway remaining, if conducting a touch-and-go landing, or adequate stopping distance available for a full stop landing. During visual approaches pilots may ask ATC for updates on separation and groundspeed with respect to heavier preceding aircraft, especially when there is any question of safe separation from wake turbulence. Pilots should notify ATC when a wake event is encountered. Be as descriptive as possible (i.e., bank angle, altitude deviations, intensity and duration of event, etc.) when reporting the event. ATC will record the event through their reporting system. You are also encouraged to use the Aviation Safety Reporting System (ASRS) to report wake events.