Narrative:

I contacted approach and was given vector to land on runway 35R. This was just after sunset. Conditions were dark; but it was not night by legal definition to log night ops. As I approached the airport; aus had me turn left to a new heading for spacing to accommodate a md-80 that was landing in front of me. Once the md-80 was established on the flight path; I was cleared to land number 2 behind the md-80. Tower advised me to beware of wake turbulence. At this time; to avoid the effects of wake turbulence; I focused on the md-80 and attempted to visually fly above its approach path. I experienced some light to moderate bumps; perhaps due to wake turbulence or due to other factors. While attempting to fly visually about the landing aircraft's approach path; I allowed my aircraft to fly well below 35R glidepath. When the md-80 landed; I looked at the PAPI lights and saw they were all red. I immediately applied more power and began a climb to a safer approach altitude. A few moments after I noticed I was dangerously low; the tower controller contacted me and advised me I was low; and asked if I had the airport in sight. I confirmed that I had the airport in sight; and resumed my established approach and made a safe landing. No other mention of the incident was made by ATC. In my evaluation; this incident was the result of a 'black hole' approach - there are very few ground references at night approach aus from the south. Compounding this issue was my fixation on the landing aircraft's approach path rather than on the runway's PAPI lights. Had I focused first on my position relative to the PAPI indicators; then flying above the landing aircraft's approach path; I would not have allowed my aircraft to descend so far below the glideslope.

Related reports:

Google
 

Original NASA ASRS Text

Title: C172 pilot reports getting very low during a night visual approach to AUS while following a MD-80 and attempting to remain above its flight path. The reporter detects low position via the PAPI lights and adds power; followed shortly by a low altitude alert from the Tower.

Narrative: I contacted Approach and was given vector to land on Runway 35R. This was just after sunset. Conditions were dark; but it was not night by legal definition to log night ops. As I approached the airport; AUS had me turn left to a new heading for spacing to accommodate a MD-80 that was landing in front of me. Once the MD-80 was established on the flight path; I was cleared to land number 2 behind the MD-80. Tower advised me to beware of wake turbulence. At this time; to avoid the effects of wake turbulence; I focused on the MD-80 and attempted to visually fly above its approach path. I experienced some light to moderate bumps; perhaps due to wake turbulence or due to other factors. While attempting to fly visually about the landing aircraft's approach path; I allowed my aircraft to fly well below 35R glidepath. When the MD-80 landed; I looked at the PAPI lights and saw they were all red. I immediately applied more power and began a climb to a safer approach altitude. A few moments after I noticed I was dangerously low; the Tower Controller contacted me and advised me I was low; and asked if I had the airport in sight. I confirmed that I had the airport in sight; and resumed my established approach and made a safe landing. No other mention of the incident was made by ATC. In my evaluation; this incident was the result of a 'black hole' approach - there are very few ground references at night approach AUS from the south. Compounding this issue was my fixation on the landing aircraft's approach path rather than on the runway's PAPI lights. Had I focused first on my position relative to the PAPI indicators; then flying above the landing aircraft's approach path; I would not have allowed my aircraft to descend so far below the glideslope.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.