Libyan Civil Aviation Authority
Safety
Notice
SAFETY NOTICE
Number: OPS SN- 2020/03 Issue: 1 05 Jan 2020
En-route Wake Turbulence Encounters
This Safety Notice presents to enhance the awareness of operators, pilots and air traffic
controllers of the risks associated with wake turbulence encounters in the en-route phase of flight
This Safety Notice contains recommendations regarding operational safety.
Recipients are asked to ensure that this Safety Notice is copied to all members of their staff who may
have an interest in the information (including any ‘in-house’ or contracted Organisations and relevant
outside contractors).
Issued By Flight Operations Section – Flight Safety Department
Head of Flight Operations Section
Abdelwahab Shugman
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Libyan Civil Aviation Authority Safety Notice OPS SN-2020/03
Applicability:
All aeroplane operators, pilots and air traffic controllers
Description:
With the increase of the overall volume of air traffic and enhanced navigation precision, wake
turbulence encounters in the en-route phase of flight above 10 000 feet (ft) mean sea level
(MSL) have progressively become more frequent in the last few years.
The aim of this SN is to enhance the awareness of pilots and air traffic controllers of the risks
associated with wake turbulence encounters in the en-route phase of flight and provide
recommendations and advisories with the purpose of mitigating the associated risks.
Every flying aircraft generates turbulence in its wake. For a fixed-wing aeroplane, this wake
turbulence rolls-up into a pair of coherent, counter-rotating vortices that can persist for some
minutes in the vicinity of the generating aeroplane flight path, moving generally downward
and laterally with the wind. This poses a potential hazard to the safe flight of another
aeroplane crossing or operating below the trajectory of the generating aeroplane, and
encountering these vortices. The trailing vortices’ intensity and time to dissipate depends
upon factors as the weight, size and speed of the aeroplane, as well as prevailing
atmospheric conditions. The relative size and weight of the generating aircraft in comparison
to the affected aircraft is also a risk factor.
Wake turbulence encounters can occur during any phase of flight. Separation minima aim at
preventing such encounters from inducing risk, but it must be noted that these provisions will
not completely prevent wake encounters from occurring.
The basic effects of wake turbulence encounter on a following aeroplane are induced roll,
vertical acceleration (can be negative) and loss or gain of altitude. The greatest danger is
typically the induced roll that can lead to a loss of control and possible injuries to cabin crew
and passengers.
En-route, the vortices evolves in altitudes at which the rate of decay leads to a typical
persistence of 2-3 minutes, with a typical sink rate of about 400ft/min. Wakes will also be
transported by wind.
Considering the high operating air speeds in cruise and the standard 1000 ft vertical
separation in RVSM airspace, wake can be encountered up to 25 nautical miles (NM) behind
the generating aeroplane. The most significant encounters are reported within a distance of
15 NM. However, no specific horizontal wake turbulence separation minima are detailed
within PANS-ATM for en-route flight, with States utilizing procedural or surveillance-based
separation minima.
The encounters are mostly reported by pilots as sudden and unexpected events. The
awareness of hazardous traffic configuration and risk factors is therefore of particular
importance to anticipate, avoid and manage possible wake encounters.
In the en-route phase of flight, three major factors contribute to increase the likelihood of
wake turbulence:
1. Crossing traffic situation: In the case that crossing traffic is climbing or descending in proximity
(either the generating or following aeroplane), the wake generated might cross the follower’s
trajectory with minimum time for decay, so stronger wake turbulence might be encountered.
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Libyan Civil Aviation Authority Safety Notice OPS SN-2020/03
2. Thermal tropopause altitude: Wake vortex decays more slowly below the tropopause where
there is therefore an increased risk of encountering severe wake turbulence.
3. Weight of the generating aeroplane: Heavier aeroplane types generate stronger wake vortices
and are likely to induce more severe wake turbulence encounters, especially for smaller
aeroplane types.
The typical hazardous trajectory crossing configurations are the following. They are shown
hereafter in a vertical plane, although the respective flight path might also be crossing on the
horizontal plane. When crossing horizontally, the lower the crossing angle the higher the wake
effect. See the examples as shown on pages 3, 4 and 5 of this SN.
a) Follower climbing
i. Generator climbing ahead
5 – 25 NM
Generator
ii. Generator flying level
5 – 25 NM
Generator
iii. Generator descending ahead
5 – 25 NM
Generator
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Libyan Civil Aviation Authority Safety Notice OPS SN-2020/03
b) Follower flying level
i. Generator climbing ahead
5 – 25 NM
Generator
ii. Generator flying level -
crossing above level in
opposite direction
5 – 25 NM
Generator
iii. Generator descending ahead
5 – 25 NM
Generator
c) Follower descending
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Libyan Civil Aviation Authority Safety Notice OPS SN-2020/03
i. Generator climbing ahead
5 – 25 NM
Generator
ii. Generator flying level
5 – 25 NM
Generator
iii. Generator descending ahead
5 – 25 NM
Generator
Note: The variability in the generator aeroplane rate of climb or descent makes it quite difficult to
estimate exactly where the vortex is. Consequently, during the en-route phase of flight, Pilots
should expect possible wake encounters when other traffics in proximity appear to be on
similar tracks ahead, crossing above your level, climbing or descending ahead through your
flight path, while wind direction is likely to move the wake towards your trajectory.
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In the future, appropriate system support functions to also inform and warn Air Traffic
Controllers of potentially hazardous wake encounters may be developed.
Recommendation(s):
As precautionary measures, operators and pilots should be aware that:
• As foreseen in LYCAR-AIR-OPS AMC1 to CAT.OP.MPA.170, the announcement to
passengers should include an invitation to keep their seat belts fastened, even when the seat
belt sign is off, unless moving around the cabin. This minimizes the risk of passenger injury in
case of a turbulence encounter en-route (wake or atmospheric).
• As indicated in ICAO PANS-ATM, for aeroplanes in the Heavy wake turbulence category or
Airbus A380-800, the word “HEAVY” or “SUPER”, respectively, should be included immediately
after the aeroplane call sign in the initial radiotelephony contact between such aeroplanes and
ATS units.
• When possible, condensation trails should be used to visualize wakes and estimate if their
flight path brings them across.
• More attention should be given when flying below the tropopause altitude, as the likelihood of
wake encounter increases. The tropopause altitude varies (between days, between locations)
and can be found on meteorological charts.
• Upwind lateral offset should be used if the risk of a wake encounter is suspected, when allowed
by airspace regulations or via specific ATC approval. Also, a change of FL to cross “HEAVY” or
“SUPER” traffics from above can be used when feasible and authorized by ATC.
In case of a wake encounter, pilots should:
• Be aware that experience has demonstrated that if the pilot reacts at the first roll motion, when
in the core of the vortex, the roll motion could be potentially amplified by this initial piloting
action.
• Be aware that some in-flight incidents have demonstrated that pilot inputs may exacerbate the
unusual attitude condition with rapid roll control reversals carried out in an “out of phase”
manner.
• Be aware that if the autopilot is engaged, intentional disconnection can complicate the
scenario, and the autopilot will, in most cases, facilitate the recovery.
• Try to avoid large rudder deflections that can create important lateral accelerations, which
could then generate very large forces on the vertical stabilizer that may exceed the structural
resistance. Although some recent aircraft types are protected by fly-by-wire systems, typically,
the use of the rudder does not reduce the severity of the encounter nor does it improve the
ease of recovery.
• Make use of specific guidance in the AOM (Aircraft Operating Manual) for their specific
type(s)/fleet, where available.
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Ref. Publications:
- LYCARs-AIR-OPS AMC1 to CAT.OP.MPA.170
- ICAO PANS-ATM-Doc 4444
- ICAO Doc 8643 Aircraft Type Designators and Doc 9426 Air Traffic Services Planning Manuel
- ICAO Airplane Upset Prevention and Recovery Training Aid- Revision 3
Queries
Any queries as a result of this Safety Notice should be addressed to Head of Flight Operations
Section at the following e-mail address:
[email protected]
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