Wake Turbulence on a Parallel Approach
You are flying a light twin on a visual approach to a runway with a parallel runway 700 m to the left. A heavy four-engine jet has just landed on the left runway and another heavy is on a 3-mile final to the same left runway. Tower clears you to land on the right runway behind the first heavy, with no traffic between you. Wind is light and variable, reported as 090/03, and the runway in use is 27. Your approach speed is 110 kt; the heavy's touchdown point was about 300 m past the threshold.
1. What wake turbulence hazard exists and where is it likely to be?
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The heavy landing on the left runway generates wingtip vortices that sink and drift with the wind. With a light 090/03 wind, vortices from the left runway can drift toward the right runway, especially near and beyond the heavy's touchdown point. The second heavy on final will also generate vortices along its path. The greatest risk is on short final and in the touchdown zone of your runway, roughly abeam and beyond the heavy's touchdown point. Parallel runways 700 m apart are not automatically protected - separation standards for wake turbulence apply to the same runway and specified distances, and a light aircraft can still encounter drift.
2. How should you plan the approach and landing to minimise exposure?
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Fly above the heavy's flight path and plan to touch down beyond its touchdown point, so you remain above and upwind of the vortex cores. Because the wind is light and variable, do not assume drift direction is fixed; keep a visual watch for the second heavy and request delay or a 360 if the spacing becomes uncomfortable. Land firmly and relatively long rather than floating in the vortex zone. If you feel a roll or buffet on short final, apply power, go around, and rejoin with better spacing.
3. What ATC phraseology and request would you use if concerned?
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State your concern and request, for example: 'Tower, request extended final or a go-around for wake turbulence separation from the heavy on the parallel.' Be specific about what you need - more spacing, a different runway, or delay. ATC cannot see your aircraft's response to turbulence, so the request must come from you. If cleared to land and you are not comfortable, you may go around; the priority is a stable approach above the vortex path.