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Large transport makes 2 gars when encountering wake turbulence at touchdown. Changes runways for third approach.
| Attributes | |
| ACN | 262183 |
| Time | |
| Date | 199401 |
| Day | Sun |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : ewr |
| State Reference | NJ |
| Altitude | agl bound lower : 50 agl bound upper : 100 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : ewr tower : iln |
| Operator | common carrier : air carrier |
| Make Model Name | B757 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | landing : go around landing other |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | DC-10 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other |
| Flight Phase | climbout : takeoff |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : cfi pilot : atp |
| Experience | flight time last 90 days : 180 flight time total : 7000 flight time type : 862 |
| ASRS Report | 262183 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 75 flight time total : 18000 flight time type : 345 |
| ASRS Report | 261397 |
| Events | |
| Anomaly | inflight encounter other other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | other other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Weather |
| Air Traffic Incident | other |
Narrative:
The event consisted of 2 consecutive approachs and rejected lndgs from 100-50 ft AGL with subsequent contact with the runway. WX was VMC with temperature 4 degrees F and dew point -9 degrees F, wind on the first approach was 300 degrees, 11 KTS, on the second approach 310 degrees 14 KTS. Suspect wake vortex interference from aircraft landing on cross runway. ATIS gave the landing runway as ILS 22L with runway 22R closed. Visual approachs were being conducted to runways 29 and 22L. We were cleared a visual approach to runway 22L with the captain hand flying the aircraft. A dc-10 was just lifting off runway 22L as we approached the overrun at approximately 100 ft AGL. An aircraft had just landed on runway 29 and was on the rollout. Our approach was normal until just crossing the threshold at which time the captain added a lot of power as the aircraft started sharp descent. He removed the added power and then added it again as the aircraft touched down and bounced at which time he executed a go around. The second approach was also to runway 22L with the autoplt coupled to the ILS. The captain disconnected the autoplt and autothrottle at approximately 200 ft AGL. At approximately 100 ft AGL the wings started rocking right, left, right as the captain corrected with aileron and added power. The right main gear touched as the go around was accomplished. A subsequent normal visual approach and landing was accomplished on runway 29. I believe the landing aircraft on runway 29 were leaving strong vortices which were blowing onto the short final area of runway 22L. I also think the aircraft taking off from runway 22L were strengthening the vortices with their takeoff thrust blowing into the overrun. The stable, cold atmospheric conditions would be conducive for strong vortices. I believe the runway confign in use, the WX and wind conditions caused an unsafe situation. We were the first to attempt a landing with the confign. Diagrams below show what I believed happened, in retrospect. At no time did the tower give warnings of possible wake turbulence.
Original NASA ASRS Text
Title: LGT MAKES 2 GARS WHEN ENCOUNTERING WAKE TURB AT TOUCHDOWN. CHANGES RWYS FOR THIRD APCH.
Narrative: THE EVENT CONSISTED OF 2 CONSECUTIVE APCHS AND REJECTED LNDGS FROM 100-50 FT AGL WITH SUBSEQUENT CONTACT WITH THE RWY. WX WAS VMC WITH TEMP 4 DEGS F AND DEW POINT -9 DEGS F, WIND ON THE FIRST APCH WAS 300 DEGS, 11 KTS, ON THE SECOND APCH 310 DEGS 14 KTS. SUSPECT WAKE VORTEX INTERFERENCE FROM ACFT LNDG ON CROSS RWY. ATIS GAVE THE LNDG RWY AS ILS 22L WITH RWY 22R CLOSED. VISUAL APCHS WERE BEING CONDUCTED TO RWYS 29 AND 22L. WE WERE CLRED A VISUAL APCH TO RWY 22L WITH THE CAPT HAND FLYING THE ACFT. A DC-10 WAS JUST LIFTING OFF RWY 22L AS WE APCHED THE OVERRUN AT APPROX 100 FT AGL. AN ACFT HAD JUST LANDED ON RWY 29 AND WAS ON THE ROLLOUT. OUR APCH WAS NORMAL UNTIL JUST XING THE THRESHOLD AT WHICH TIME THE CAPT ADDED A LOT OF PWR AS THE ACFT STARTED SHARP DSCNT. HE REMOVED THE ADDED PWR AND THEN ADDED IT AGAIN AS THE ACFT TOUCHED DOWN AND BOUNCED AT WHICH TIME HE EXECUTED A GAR. THE SECOND APCH WAS ALSO TO RWY 22L WITH THE AUTOPLT COUPLED TO THE ILS. THE CAPT DISCONNECTED THE AUTOPLT AND AUTOTHROTTLE AT APPROX 200 FT AGL. AT APPROX 100 FT AGL THE WINGS STARTED ROCKING R, L, R AS THE CAPT CORRECTED WITH AILERON AND ADDED PWR. THE R MAIN GEAR TOUCHED AS THE GAR WAS ACCOMPLISHED. A SUBSEQUENT NORMAL VISUAL APCH AND LNDG WAS ACCOMPLISHED ON RWY 29. I BELIEVE THE LNDG ACFT ON RWY 29 WERE LEAVING STRONG VORTICES WHICH WERE BLOWING ONTO THE SHORT FINAL AREA OF RWY 22L. I ALSO THINK THE ACFT TAKING OFF FROM RWY 22L WERE STRENGTHENING THE VORTICES WITH THEIR TKOF THRUST BLOWING INTO THE OVERRUN. THE STABLE, COLD ATMOSPHERIC CONDITIONS WOULD BE CONDUCIVE FOR STRONG VORTICES. I BELIEVE THE RWY CONFIGN IN USE, THE WX AND WIND CONDITIONS CAUSED AN UNSAFE SIT. WE WERE THE FIRST TO ATTEMPT A LNDG WITH THE CONFIGN. DIAGRAMS BELOW SHOW WHAT I BELIEVED HAPPENED, IN RETROSPECT. AT NO TIME DID THE TWR GIVE WARNINGS OF POSSIBLE WAKE TURB.
Data retrieved from NASA's ASRS site as of July 2007 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.