Instead of posting tips here as we started to do... we are going to link to the website http://www.pilotworkshop.com/ for your viewing pleasure!
You can find the links on the right hand side under "Pilot Tips". Just click and enjoy!
Showing posts with label Tips. Show all posts
Showing posts with label Tips. Show all posts
Thursday, June 2, 2011
Thursday, May 5, 2011
Wake Turbulence on Takeoff
Which wind condition requires maximum caution with regard to wake turbulence on takeoff?
- No wind
- Light crosswind
- Strong crosswind
Former "FAA Safety Counselor of the Year" Bob Nardiello provides the answer. He also offers tips for avoiding wake turbulence on takeoff.
"Vortices tend to move outward from the aircraft. So if you are behind a departing aircraft, the vortex from the right wing will tend to move to the right. The vortex from the left wing will tend to move to the left in no wind conditions.
If we have a crosswind, the wind will tend to influence the movement of the vortices. A crosswind of about 3 knots will hold the upwind vortex pretty much in place at the runway where it was created, while the downwind vortex will rapidly move away from the runway.
Crosswinds greater than approximately 5 knots will tend to break up the vortices. So stronger crosswinds are good things, as far as vortices are concerned. At least the way we look at it, from our perspective; we want the vortices to begin to break up and decay. So light crosswinds require maximum caution, and I'm talking about a light crosswind of maybe 3 knots.
We need to note the point of rotation of the larger aircraft. That point of rotation is where the vortices will be developed. From that point on, there will be vortices off the wings of that departing aircraft. So it’s important that your rotation point occurs prior to the rotation point of the preceding aircraft, because we do not want to be rotating in the vortices of the preceding aircraft. We need to do that prior to reaching the preceding aircraft’s point of rotation.
You want to climb upwind of the departing aircraft for the same reason we talked about relative to the crosswinds’ effect on the vortices. So if the crosswind will move the vortices to the left, our departure path should be to the right to avoid those vortices."
- No wind
- Light crosswind
- Strong crosswind
Former "FAA Safety Counselor of the Year" Bob Nardiello provides the answer. He also offers tips for avoiding wake turbulence on takeoff.
"Vortices tend to move outward from the aircraft. So if you are behind a departing aircraft, the vortex from the right wing will tend to move to the right. The vortex from the left wing will tend to move to the left in no wind conditions.If we have a crosswind, the wind will tend to influence the movement of the vortices. A crosswind of about 3 knots will hold the upwind vortex pretty much in place at the runway where it was created, while the downwind vortex will rapidly move away from the runway.
Crosswinds greater than approximately 5 knots will tend to break up the vortices. So stronger crosswinds are good things, as far as vortices are concerned. At least the way we look at it, from our perspective; we want the vortices to begin to break up and decay. So light crosswinds require maximum caution, and I'm talking about a light crosswind of maybe 3 knots.
We need to note the point of rotation of the larger aircraft. That point of rotation is where the vortices will be developed. From that point on, there will be vortices off the wings of that departing aircraft. So it’s important that your rotation point occurs prior to the rotation point of the preceding aircraft, because we do not want to be rotating in the vortices of the preceding aircraft. We need to do that prior to reaching the preceding aircraft’s point of rotation.
You want to climb upwind of the departing aircraft for the same reason we talked about relative to the crosswinds’ effect on the vortices. So if the crosswind will move the vortices to the left, our departure path should be to the right to avoid those vortices."
Thursday, April 28, 2011
Wake Turbulence and Landing
Featuring Bob Nardiello
Mark:
"In this session, we will discuss the issues of wake turbulence specific to landing."
Bob:
"We need to note the preceding aircraft's touchdown point, particularly if it is a large aircraft. And we need to land after that touchdown point. Our glide path should at all times be above the glide path of the preceding aircraft, and be to the upwind side, so again, we need to know where the wind is coming from, which side of the aircraft the wind is from. We want to be on that upwind side. Again, glide path above, touch down after the point of touchdown in the preceding aircraft.
Well, how do we know we are in fact, above the glide path of the preceding aircraft? There are a number of ways to do it. One, if you have a glide slope capability in your airplane, note where you are on the glide slope of that runway, if it in fact, has an ILS installation. If it has PAPI or VASI lights, try to be slightly above that glide path. Again, you are assuming that the preceding aircraft is, in fact, on glide path."
Mark:
"What if there is no glide path information available?"
Bob:
"I will tell you a method that I use to establish whether I am at, below, or above the glide path in a preceding aircraft. It is pretty simple. Sight through the preceding aircraft to the runway. Note the touchdown zone markings on the runway and where your sight line intersects the runway. If it intersects beyond the touchdown zone markings on the runway, you are below the glide path of the preceding aircraft. If it intersects -- if that sight line intersects prior to the touchdown zone that is painted on the runway, your glide path is above the preceding aircraft.
That works pretty good, because you want to stay above the glide path. I can tell you personally that this is really important because many years ago, I had a wake turbulence encounter after following a large aircraft by approximately four miles and making an honest effort to stay above the glide path which I did almost to the touch down point.
I was in a Bonanza landing behind a 767 at dusk, very little wind to disperse any wake turbulence. I carried the high glide path down over the threshold then chopped the power and descended to the runway. Well, this took me right through the wake turbulence of that 767 and the Bonanza that I was flying rolled 90 degrees at probably an altitude of 150 feet.
Fortunately I was able to right the airplane and get it down on the runway, but I will tell you what, when I got out of the airplane I had a pair of wobbly knees, so that taught me a lesson. Do not give up on it until you touch down and touch down beyond the point of touch down of that preceding aircraft."
Source: http://www.pilotworkshop.com/tips/wake_turbulence_landing.htm
Mark:
"In this session, we will discuss the issues of wake turbulence specific to landing."
Bob:
"We need to note the preceding aircraft's touchdown point, particularly if it is a large aircraft. And we need to land after that touchdown point. Our glide path should at all times be above the glide path of the preceding aircraft, and be to the upwind side, so again, we need to know where the wind is coming from, which side of the aircraft the wind is from. We want to be on that upwind side. Again, glide path above, touch down after the point of touchdown in the preceding aircraft.
Well, how do we know we are in fact, above the glide path of the preceding aircraft? There are a number of ways to do it. One, if you have a glide slope capability in your airplane, note where you are on the glide slope of that runway, if it in fact, has an ILS installation. If it has PAPI or VASI lights, try to be slightly above that glide path. Again, you are assuming that the preceding aircraft is, in fact, on glide path."
Mark:
"What if there is no glide path information available?"
Bob:
"I will tell you a method that I use to establish whether I am at, below, or above the glide path in a preceding aircraft. It is pretty simple. Sight through the preceding aircraft to the runway. Note the touchdown zone markings on the runway and where your sight line intersects the runway. If it intersects beyond the touchdown zone markings on the runway, you are below the glide path of the preceding aircraft. If it intersects -- if that sight line intersects prior to the touchdown zone that is painted on the runway, your glide path is above the preceding aircraft.
That works pretty good, because you want to stay above the glide path. I can tell you personally that this is really important because many years ago, I had a wake turbulence encounter after following a large aircraft by approximately four miles and making an honest effort to stay above the glide path which I did almost to the touch down point.
I was in a Bonanza landing behind a 767 at dusk, very little wind to disperse any wake turbulence. I carried the high glide path down over the threshold then chopped the power and descended to the runway. Well, this took me right through the wake turbulence of that 767 and the Bonanza that I was flying rolled 90 degrees at probably an altitude of 150 feet.
Fortunately I was able to right the airplane and get it down on the runway, but I will tell you what, when I got out of the airplane I had a pair of wobbly knees, so that taught me a lesson. Do not give up on it until you touch down and touch down beyond the point of touch down of that preceding aircraft."
Source: http://www.pilotworkshop.com/tips/wake_turbulence_landing.htm
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