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flight path. Abandon the approach unless a landing is
ensured well before reaching the intersection.
29.6.2.6 Departing Behind a Larger Aircraft.
Note the larger aircraft's rotation point-rotate prior
to larger aircraft's rotation point-continue climb
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.
29.6.2.7 Intersection Takeoffs-Same Runway.
Be alert to adjacent larger aircraft operations,
particularly upwind of your runway. If intersection
takeoff clearance is received, avoid subsequent
headings which will cross below a larger aircraft's
path.
29.6.2.8 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 conditions.
You should ensure that an interval of at least
2minutes has elapsed before your takeoff or landing.
29.6.2.9 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.
29.7 Helicopters
29.7.1 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
characteristics 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.
29.8 Pilot Responsibility
29.8.1 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
for concern as in collision avoidance.
29.8.2 Wake turbulence may be encountered by
aircraft in flight as well as when operating on the
airport movement area.
29.8.3 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 of providing his/her own wake
turbulence separation:
29.8.3.1 Traffic information.
29.8.3.2 Instructions to follow an aircraft.
29.8.3.3 The acceptance of a visual approach
clearance.
29.8.4 For operations conducted behind heavy
aircraft, ATC will specify the word “heavy” when this
information is known. Pilots of heavy aircraft should
always use the word “heavy” in radio communications.
29.8.5 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.
29.8.5.1 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.
EXAMPLEFly
3,000 feet at 10 miles from touchdown, 1,500 feet at
5miles, 1,200 feet at 4 miles, and so on to touchdown.
30 AUG 07
AIP
United States of America
GEN 3.5-59
15 MAR 07
Federal Aviation Administration Nineteenth Edition
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