时间：2011-04-18 00:52来源：蓝天飞行翻译 作者：航空 点击：次
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3.Landing behind a larger aircraft. crossing runway. Cross above the larger aircraft’s flight path. 4.Landing behind a departing larger air-craft. same runway. Note the larger aircraft’s rotation point. land well prior to rotation point. 5.Landing behind a departing larger air-craft. crossing runway. Note the larger aircraft’s rotation point. if past the intersection. continue the approach. land prior to the intersection. If larger aircraft rotates prior to the intersection, avoid flight Wake Turbulence 7.3.5 below the larger aircraft’s flight path. Abandon the approach unless a landing is ensured well before reaching the intersection. 6.Departing behind a larger aircraft. Note the larger aircraft’s rotation point and rotate prior to the larger aircraft’s rotation point. Continue climbing above the larger aircraft’s climb path until turning clear of the larger aircraft’s wake. Avoid subsequent headings which will cross below and behind a larger aircraft. Be alert for any critical takeoff situation which could lead to a vortex encounter. 7.Intersection takeoffs. same runway. Be alert to adjacent larger aircraft operations, particular-ly upwind of your runway. If intersection takeoff clearance is received, avoid subsequent heading which will cross below a larger aircraft’s path. 8.Departing or landing after a larger aircraft executing a low approach, missed approach, or touch-and-go landing. Because vortices settle and move laterally near the ground, the vortex hazard may exist along the runway and in your flight path after a larger aircraft has executed a low approach, missed approach, or a touch-and-go landing, particular in light quartering wind condi-tions. You should ensure that an interval of at least 2 minutes has elapsed before your takeoff or landing. 9.En route VFR (thousand-foot altitude plus 500 feet). Avoid flight below and behind a large aircraft’s path. If a larger aircraft is observed above on the same track (meeting or overtaking) adjust your position laterally, preferably upwind. 7.3.7. Helicopters In a slow hover taxi or stationary hover near the surface, helicopter main rotor(s) generate downwash producing high velocity outwash vortices to a distance approximately three times the diameter of the rotor. When rotor downwash hits the surface, the resulting outwash vortices have behavioral character-istics similar to wing tip vortices produced by fixed wing aircraft. However, the vortex circulation is outward, upward, around, and away from the main rotor(s) in all directions. Pilots of small aircraft should avoid operating within three rotor diameters of any helicopter in a slow hover taxi or stationary hover. In forward flight, departing or landing helicopters produce a pair of strong, high-speed trailing vortices similar to wing tip vortices of larger fixed wing aircraft. Pilots of small aircraft should use caution when operating behind or crossing behind landing and departing helicopters. 7.3.8. Pilot Responsibility a.Government and industry groups are making concerted efforts to minimize or eliminate the hazards of trailing vortices. However, the flight disciplines necessary to ensure vortex avoidance during VFR operations must be exercised by the pilot. Vortex visualization and avoidance procedures should be exercised by the pilot using the same degree of concern as in collision avoidance. b.Wake turbulence may be encountered by aircraft in flight as well as when operating on the airport movement area. REFERENCE. Pilot/Controller Glossary Term. Wake Turbulence. c. Pilots are reminded that in operations conducted behind all aircraft, acceptance of instructions from ATC in the following situations is an acknowledg-ment that the pilot will ensure safe takeoff and landing intervals and accepts the responsibility for providing wake turbulence separation. 1.Traffic information. 2.Instructions to follow an aircraft; and 3.The acceptance of a visual approach clearance. d.For operations conducted behind heavy air-craft, ATC will specify the word “heavy” when this information is known. Pilots of heavy aircraft should always use the word “heavy” in radio communica-tions. e.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. 1. 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. EXAMPLE. Fly 3,000 feet at 10 miles from touchdown, 1,500 feet at 5 miles, 1,200 feet at 4 miles, and so on to touchdown. Wake Turbulence 7.3.6 2. 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. f. 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. 1. 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. EXAMPLE. Fly 3,000 feet at 10 miles from touchdown, 1,500 feet at 5 miles, 1,200 feet at 4 miles, and so on to touchdown. |
