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Wake Turbulence Safety Training Aid - Video Script Wake Turbulence Avoidance - a Pilot and Air Traffic Controller Briefing 3-D

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Wake Turbulence Safety Training Aid - Video Script Wake Turbulence Avoidance - a Pilot and Air Traffic Controller Briefing 3-D APPENDIX Wake Turbulence Safety Training Aid - Video Script Wake Turbulence Avoidance - A Pilot and Air Traffic Controller Briefing 3-D The data in this appendix is provided for training purposes only and should not be used for any other purpose. App. 3-D.i SECTION 5 APPENDIX 3-D (This page intentionally left blank) App. 3-D.ii APPENDIX 3-D WAKE TURBULENCE AVOIDANCE TRT: 24:27 1. MS of flight deck of a (Large) “Washington approach, Pinnacle 452, aircraft. Pilot begins to re- we have the airport in sight.” quest clearance to go VFR. 2. MS of controller granting “Pinnacle 452, Washington approach VFR request. cleared for a visual approach runway 34 right, contact Washington tower 1-1- 9er.0” 3. MS of flight deck large air- “Pinnacle 452 cleared visual 34 right.” craft. 4. MS of flight deck of a (Small- “Washington approach, November 2-6- er) corporate jet. The pilot re- 1-2-4 approaching the mall.” quests permission for VFR approach. 5. MS of controller talking to “Citation 2-6-1-2-4, Washington ap- (Smaller) aircraft. proach, traffic 1 O’clock, 5 miles west- bound, Boeing 7-57 descending through 5000 for runway 3-4 right. "Do you have that traffic in sight?” 6. MS of (Smaller) aircraft flight “Did he say 7-5-7...?” “Yeah, there it is!” deck with pilots. “Affirmative Washington, I have the 7-5-7 in sight.” App. 3-D.1 Appendix 3-D 7. Over-shoulder of controller “Citation 1-2-4, you are 4 miles behind with radar screen the Boeing 7-57, caution wake turbu- lence. Follow that traffic. Cleared visual 8. CU controller’s face. approach runway 3-4 right. Contact Washington tower 1-1-9er.0.” 9. MS of (Large) flight deck and Ambient sound of engines slowing pilots. Cut to a CU of the down and communication between pi- glideslope indicator which is lots and tower. indicating a 1.5 dots high. And the airspeed indicator showing 140 knots. 10. MS of tower controller. “Pinnacle 452, can you accept 34L, fol- lowing traffic 34 right.” 11. CU of glideslope indicator on “Roger Washington, 3-4 left, no prob- glideslope. lem.” 12. CU airspeed indicator at 175 knots. 13. MS flight deck smaller air- craft App.3-D.2 APPENDIX 3-D 14. CU exterior of large aircraft Ambient sound of tires hitting pave- landing. ment, reverse thrusters, flaps and gear. 15. CU of smaller flight deck and “OH...” pilot. Suddenly, pilot is turn- ing yoke back and forth to re- cover from uncontrolled roll. 16. CU glideslope indicater out of control 17. MS smaller aircraft flight deck with pilots struggling for Dramatic stingers control. Fade to black. 18. CU of newspaper headlines: “Four Injured In Wake Turbu- lence Encounter” Title over: ....too close ....below flightpath ....light winds. 19. Graphic of text comes up: AVOID WAKE TURBULENCE. This takes cooperation and awareness among pilots and air traffic controllers. App. 3-D.3 Appendix 3-D 20. Scenes of early 70’s flights. Transitional Music Passengers in terminals, in- side airlines, assortment of The introduction of wide-body airplanes wide-body airplanes. in the 70s was instrumental in satisfying the public’s desire for traveling. In order to safely avoid the wake turbulence as- sociated with these aircraft, separation standards were developed that estab- lished aircraft weight categories and dis- tances. At that time, aircraft were easily categorized: wide-bodies, B-727, B-737, DC-9, and others. 21. Scenes of modern airports As the aircraft within the categories in- with mixed traffic. creased in number and size, the poten- tial for wake-turbulence encounters in- creased as well. 22. WS of modern wide-bodied Today there is almost a continuum of aircraft. aircraft sizes as manufacturers develop the “airplane family” concept of new transport and corporate aircraft. 23. Small airport with mixed traf- Airports of various sizes are handling in- fic. creased air traffic that includes every- thing from heavy wide-bodies to small business and recreational aircraft. Along with this increased mix of aircraft comes an increased concern about wake turbu- lence. 24. WS of wide-body jet in flight Wake turbulence, being a natural by- with wake turbulence smoke. product of powered flight, is generated by the lift created by the aircraft wings and helicopter rotor systems. App.3-D.4 APPENDIX 3-D 25. Animation of vortex forma- It develops when air rolls up off the tion showing movement and wingtips forming 2 counter-rotating vor- direction of flow behind air- tices. craft. Model rotates to show size of vortices. 26. Wide-body aircraft ap- The strength and effect of a trailing vor- proached vortex tower with tex is predominantly determined by the smoke, turbulence develops. size, weight, speed, and wing configura- tion of the aircraft producing it. The Title over: Size, weight, strongest and potentially most danger- speed, wing configuration. ous wake turbulence is produced when the aircraft is heavy and flying slowly. 27. Animation of aircraft ap- The vortices from larger aircraft sink ini- proaching from left to right tially at about 300 to 500 feet per minute and illustrating rate of vorti- to a maximum of 900 feet below the ces diminishment. flightpath of the generating aircraft. Vor- tex strength diminishes with time and is affected by atmospheric conditions and contact with the ground. 28. Animation illustrating vorti- In calm wind, as the vortices sink close ces movement over ground. to the ground, they tend to move lateral- ly over the ground at approximately 2 to 5 knots. 29. Animation illustrating effect The vortices are strongly influenced by of ambient wind on vortices. ambient wind. A strong enough wind will dissipate the turbulence. A light crosswind will decrease the lateral movement of the upwind vortex and in- crease the movement of the downwind vortex. App. 3-D.5 Appendix 3-D 30. Animation illustrating effect A tailwind condition can move the vorti- of tailwinds on vortices. ces forward into the touchdown area. One of the most hazardous situations is a light quartering tailwind. 31. WS of active runway, aircraft The location and strength of wake turbu- landing. lence still remains fairly difficult to de- termine and usually invisible to both the pilot and controller. 32. CU pilot in aircraft, title over: There are, however, some basic recom- Wake Turbulence Avoidance mended procedures which can be used Procedures. to assist pilots in avoiding the preceding aircraft’s wake. Your aircraft’s perfor- mance and capability should be consid- ered when applying these procedures. 33. Animation shows landing be- When landing behind a larger aircraft on hind a larger aircraft on the the same runway, stay at or above its same runway. flightpath, noting its touchdown point and landing beyond it. 34. Animation shows a landing In the case of parallel runways closer behind a larger aircraft on a than 2500 feet, landing behind a larger parallel runway closer than aircraft requires the pilots to be aware of 2500 feet with wind drifts. possible wind drift towards their run- way. Stay at or above the larger air- craft’s flightpath and note its touch- down. 35. Animation shows landing be- If you are landing behind a larger aircraft hind a larger aircraft on a on crossing runways, cross above the crossing runway. larger aircraft’s flightpath. 36. Animation shows landing be- If the larger aircraft is departing on the hind a larger aircraft depart- same runway, note its rotation point and ing on the same runway. land well prior to that point. App.3-D.6 APPENDIX 3-D 37. Animation shows landing be- Here, the larger aircraft is departing on a hind a larger aircraft depart- crossing runway. Note the rotation ing on a crossing runway. point. If it is past the intersection, con- Larger aircraft rotates after tinue your approach and land prior to intersection. the intersection. 38. Animation shows landing be- If it rotates prior to the intersection, hind a larger aircraft depart- avoid flying below the larger aircraft’s ing on a crossing runway, ro- flightpath. Abandon the approach un- tating before the intersection less you can land well before the inter- of two runways. section. 39. Long shot of aircraft waiting Be alert for any critical take-off situation as other aircraft takes off. which could lead to a vortex encounter. In take-off situations, note the departing aircraft’s rotation point and rotate prior to it. Be sure to evaluate aircraft perfor- mance and determine if it is possible. If necessary, or there is any doubt, delay the takeoff. 40. Animation shows departing After takeoff, continue your climb above behind a larger aircraft (de- and upwind of the larger aircraft’s climb parted) on a single runway. path until turning clear of its wake. The lead aircraft’s flightpath Avoid any headings which will place you is visible. behind the preceding aircraft’s path. 41. MS of flight deck with pilots. 42. Animation shows departing In the case of an intersection takeoff on (Large) aircraft and its rota- the same runway or parallel runways, be tion point and another aircraft alert to adjacent large aircraft, particu- waiting for takeoff at intersec- larly upwind of your position. Avoid tion. subsequent headings which will cause you to cross below a large aircraft’s path. App. 3-D.7 Appendix 3-D 43. WS aircraft in flight. In the case of an aircraft making a low, missed approach or touch-and-go, wake 44. Animation shows a runway turbulence may exist along the runway with a large aircraft making a and in your flightpath, especially if a low, missed approach.
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