Narrative:

Flying #6 in a formation of 7 cirrus SR22s; executing an overhead landing pattern from trail formation. I completed the pitch-out with 5 second interval from the #5 aircraft and; on rolling out on downwind; observed him and the #4 aircraft in the descending final turn to landing. Maintaining normal formation spacing; I completed the final turn rolling out on final about 15 seconds behind #5. Adjusting to a normal stabilized approach; maintaining normal spacing on the upwind side of the runway; I reached the flare as the aircraft ahead was 4;000 feet ahead on the downwind side of the runway with direct left-hand access to the exit taxiway at the opposite end of the runway. As I began the flare; I experienced severe wake turbulence that surprised me as I had attached that phenomenon to 'large' aircraft. I learned that after 5 other flaring and landing cirrus single-engine piston airplanes - each lightly loaded and occupied by only two crew - the turbulence over the landing zone can be significant. Very significant. I managed to fight the effects and land without incident; but I will retain that lesson for a long time. I had plenty of experience in landing as #2 or #3 in formations of aircraft of this type (and even USAF jet fighters); but never as #6. The number of relatively high performance aircraft; and the specific wind and temperature conditions on this day added up to landing area turbulence not normally experienced. I will not be forgetting that about wake turbulence now regardless of the type aircraft being flown. It does not need to be 'an airline load' to be dangerous.

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Original NASA ASRS Text

Title: SR22 pilot landing #6 in a flight of 7 reported encountering 'very significant' wake turbulence during the landing flare.

Narrative: Flying #6 in a formation of 7 Cirrus SR22s; executing an overhead landing pattern from trail formation. I completed the pitch-out with 5 second interval from the #5 aircraft and; on rolling out on downwind; observed him and the #4 aircraft in the descending final turn to landing. Maintaining normal formation spacing; I completed the final turn rolling out on final about 15 seconds behind #5. Adjusting to a normal stabilized approach; maintaining normal spacing on the upwind side of the runway; I reached the flare as the aircraft ahead was 4;000 feet ahead on the downwind side of the runway with direct left-hand access to the exit taxiway at the opposite end of the runway. As I began the flare; I experienced severe wake turbulence that surprised me as I had attached that phenomenon to 'large' aircraft. I learned that after 5 other flaring and landing Cirrus single-engine piston airplanes - each lightly loaded and occupied by only two crew - the turbulence over the landing zone can be significant. VERY significant. I managed to fight the effects and land without incident; but I will retain that lesson for a long time. I had plenty of experience in landing as #2 or #3 in formations of aircraft of this type (and even USAF jet fighters); but never as #6. The number of relatively high performance aircraft; and the specific wind and temperature conditions on this day added up to landing area turbulence not normally experienced. I will not be forgetting that about wake turbulence now regardless of the type aircraft being flown. It does not need to be 'an airline load' to be dangerous.

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.