Accident Review SR22 Wake Vortex Upset

Accident Review SR22 Wake Vortex Upset

FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!

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[ericbrown]

I received my primary flight training at Wright-Patterson Air Force Base under the guidance of a Lt. Colonel who had flown fighters and bombers - a rare career. I was used to mixing with “heavies” there, and encountered a C-141’s wake turbulence on short final at less than 200’. The C-141 had been cleared for a touch-and-go so I set up to land about a third of the way down the 12, 600’ runway, to stay above the 141, and land in the area where he should not have been producing a vortex. I figured out later than he had executed a low pass rather than touch-and-go. The aircraft began to stall (felt the burble of the detached airflow) and instantly pitched violent to the left. Thanks to Col. Pettigrew’s training, I slammed the throttle to max and pushed the nose down hard to unload the airplane. It accelerated quickly to the point where the roll stopped at somewhere between 45 and 60 degrees. I cleared the turbulence and rolled wings level well left of the runway. Me to tower: <call sigh> “is a go around”. Tower after a significant pause: “Copy that”. The controller had routed me too close behind the heavy and I accepted the clearance and had a plan to deal with possible wake turbulence. Unfortunately, the C-141 didn’t touch down or his wake from climb out drifted across the runway and into my flight path. Fortunately, my training saved me and two passengers that day.

[Bearhawk_Life]

I hit wake turbulence on my solo cross country while flying a Rans S-20, I hit the turbulence of a G-II. It was an eye opener for sure. I went from level flight to a 45 degree bank in a matter of milliseconds. Obviously I had no training for the situation at the time, but instinctively turned away from the low wing while dropping the nose even though I was only about 1000’ agl. Wake Turbulence is REAL. Great video

[mikeklaene]

One thing that almost bit me was during the taxi to the departure runway. I was a newly upgraded CP-ASEL and had flown a rented Piper Arrow from KMQS (near Lancaster, PA) to KCVG (Covington-Cincinnati airport in KY). I had grown up in NKY and was there to visit family. At that time, KCVG was a hub for Delta.
When it came time to head back home it was in the middle of a Delta departure push. I asked for an intersection departure on the non-active 10, 000' north south runway - and it was denied.
ATC had me taxi to behind a string of 757's and ahead of some 737's. Even though I had stopped far short of the tail of the 757 in front of me, the Piper Arrow rocked hard every time he throttled up to advance. In my mind, I could see me being lifted up and ending like a bug on the windscreen of the 737 behind me.
In all of my training and flying, no one had ever mentioned the danger of being behind a large aircraft on the taxi way!

[davidmedders]

I second your upset recovery training recommendation!

I took upset recovery due to my frequent use of air carrier airports in a Mooney. Twelve years later I survived a 90 degree bank upset at 200 AGL landing at Ketchikan, Alaska. It was an aerobatics-conditioned response: unload, apply coordinated rudder and aileron, level the wings, apply speed-appropriate elevator back-pressure, continue to landing. Most pilots I see in training will immediately pull in any upset. Had I pulled at Ketchikan, my wife and I would have died when we impacted the approach lights inverted.

Unfortunately, upset training presents a significant risk: you may find yourself buying a Pitts S-2C (or some other aerobatic aircraft) because you are having that much fun -- as I did at 8 hours into the training.

[jimmbbo]

Well done, Scott!
As a young solo student pilot many, many, many moons ago before WT was "a thing", ATC cleared me for takeoff after a C-124 had made a low approach, and I flew into the wake at ~300 ft and the airplane rolled hard left despite full right aileron input. Lady Luck allowed me to fly out of the vortex with the tower querying if I was OK... I responded rather shakily that all was well, after which I confirmed I had not color coded my underwear.
Lucky to fly away in one piece, I took a chip from the "luck" pile and placed it on the "experience" pile for future events.

[JK-rvtp]

Some of the pilots where I flew took the WT training in a T6, although I was too junior to go along. The key thing they learned when an encounter flips you over is to finish the roll. Most pilots instinctively try to split S out of it, unless they get the aerobatic recovery training. I used to take my homebuilt regularly (commuting to work) into a very large but uncontrolled airport (11000 ft runway) that had a Fedex facility, so early in the am I would have to fit myself in with DC-10 freighters and such arriving every 30 minutes or so on the ATF. If a heavy was on approach while I was inbound, I would go orbit a landmark on the upwind side of the airport until he landed, and if the wind was under 10 knots I would always land in the opposite direction and take the tailwind. No big deal with 11000 feet. Even if a heavy was aways out still, I'd go orbit and wait for him and go after, usually using the opposite direction, not wanting to force a missed approach if I got a flat or something on landing and couldn't taxi clear. I did have what I think was a weak residual wake encounter from a DC-10 that had landed a couple minutes before, about 3 miles south of the approach path at 1000 ft, as I was heading to land the opposite way, thinking I was well clear. Silky smooth morning air, then a jolt like driving over a curb at 40 mph, then silky smooth again.

[gonetoearth]

I've flown Cirrus aircraft for years and I think this video is spot on! Pro tip: I fly into BUSY Class B airports on a regular basis (LAX/SFO/DFW etc) and I NEVER take a "cleared for the visual rwy XX" if there are BIG IRON flying in. There are just too fast to really assess as a "slow" GA pilot where that aircraft will be. I rarely ever accept a short approach for the same reason. To those afraid to speak up to ATC, . don't be; they will almost always give you and approach to fly and maintain separation and put you in a position to more easily follow the traffic in front.. Also, another point: I do believe if you are "cleared for the visual" then ATC is NOT necessarily responsible to maintain optimal separation between you and the big iron IN REGARDS to WAKE turbulence avoidance. An finally, I have flown into KTYS where this accident occurred and there is one available runway and ITS REALLY BUSY with airliner traffic. I believe the deceased pilot was "cleared for the visual" in this case. Great channel and thanks for the analysis!

[haroldtanner]

Nearly 50 years ago my IP and I were on short final in a T-38 when we suddenly found ourselves in a 90 degree right bank over the over run. We had flown into the wingtip vortices of another T-38 that had landed ahead of us on a parallel runway that was upwind from our runway. I can share this because I was not solo. My IP immediately applied max power and rolled the aircraft upright and then requested a closed pattern because we were very low on fuel. We landed without further incident.

[Airplanefish]

RIP Charlie. He was a fantastic guy. Hangered 4 door from me and I maintained that aircraft since he had it. Blue skys and tailwinds!

[lavernedofelmier]

Had an incident in Reno 1979 flying a 4 place piper loaded, was instructed to make right base to land. No large aircraft in sight but kept air speed @ 100 to use up of the long runway - thank GOD! Snapped into at least a 45 degree bank 50 feet from the ground, was shook up enough I forgot to close flight plan. Last x country only flew local with no heavies after that.

[gtarick]

Always great video Scott! A reminder to fellow pilots, FAA advisory circular AC 90-23G pg 6 sec 8 a. Is a great place to know when atc is separating you from wake turb or when the clearance to "follow the airbus, cleared to land" means the pilot is responsible for separating themselves from the wake. Clearances like this are used every day but very poorly taught what they mean in flight training. Keep up the great work!

[FranksMSFlightSimulator]

Like your style and your practical approach. Handy hints for a part-time, low-hours recreational pilot like me. Cheers.

[stephenhudson]

I like that f-15 with a piston problem sound

[oldgysgt]

My wife's parents lived in a house inline with the final approach of our local airport. Theirs was the last house the aircraft passed directly over before landing. I sometimes thought I could almost see the rivets on the bottom of the aircraft as they passed over. It was amazing how long after an aircraft had flown over that you could still hear the wind turbulence caused by the wing vortex. It was almost like there was a phantom aircraft following a bit behind the real aircraft. When it was a 707 passing over, it was real spooky listing to an airliner that wasn't there pass overhead.

[mysockC]

I experienced this as a passenger on a small regional jet, right at landing. The aircraft suddenly rolled to about a 40-degree angle right above the runway and seeing the wing and its shadow almost meet on the runway was unnerving to say the least. It was surprisingly quick, and so was the pilot's reaction to it, fortunately.

[kevinmalloy]

Thanks so much Scott. I fly a ‘46 Champ so wake turbulence is always on my mind and this was a good reminder.

[timmotel]

Excellent and a perfect detailed reminder for proper reasoning by the pilot and training for this situation. Thank You

[wayneschenk]

Great advice upset recovery is in my next sim.

[gtr]

Once again, thanks for the reminder! I make it a point to watch every one I see posted, even though it leaves a blank look on my face and an overall feeling of sadness that can last for a long time. We know all this. I've seen charts, graphs, videos and examples of it happening time and again. But when will we all learn?!? Maybe if you keep it up we will. 8( Kind regards, --gary

[NH]

It's not just airliners. I was on base to land at an uncontrolled field where a big executive helicopter had just taken off. Rather than fly upwind a little, turn, and leave the pattern, the S72 pilot decided to fly directly back up the approach corridor. I encountered his rotor wake at 500 feet and short final, and was thrown into instant knife edge flight. The airplane wanted to keep rolling.
I'd done aerobatics years before and (very briefly) considered continuing the roll and returning to level flight. "I think I can do this."
But not at 500 feet. There just wasn't time, and I'd welded this into my head: whenever you catch yourself saying "I think I can do this" it's time for a different plan.
With full aileron deflection we flew out of the ring vortex and I was able to regain control at the threshold.
Fly well above any jet traffic ahead on landing, and land beyond his point of touchdown. And keep an eye out for helicopters while you're at it.