Narrative:

We were flying a B767-300 from dfw to mia. We were on short final for runway 9L. Before landing, we experienced moderate turbulence from the takeoff power of the DC10 on runway 12. The PF, the captain, was able to get the aircraft back into control before the wheels touched down. Later on we talked to another pilot who had been deadheading on our aircraft. He said he experienced the same exact thing at mia 2 yrs before but they were not so lucky. They had a tail strike. If I'm at mia again landing on runway 9L and I see an aircraft ready to take off on runway 12, I will probably go around and not take unsafe chances with the takeoff blast. But what about the other pilots that have not had our experience? Callback conversation with reporter revealed the following information: reporter took part in the wake turbulence structured callback program. This is really a jet blast problem, but it is a quantitative record of how the jet blast actually affects the landing aircraft behind a jet blast. Reporter was flying a B767-300 aircraft. It was a visual approach during early evening and they saw the departing aircraft on runway 12. They were informed that there would be an aircraft departing but had no idea that his application of takeoff thrust would be at the time they were 40 ft above the ground, about to begin a flare for landing. It didn't last long and wasn't severe, but it was traumatic for the flight crew. The reporter stated he would definitely make a go around if the same situation should appear again.

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Original NASA ASRS Text

Title: A B767-300 LANDS AT MIA ON RWY 9L. A DEPARTING DC10 FROM RWY 12 CAUSES JET BLAST TO HAVE A TURBULENT EFFECT ON THE LNDG B767.

Narrative: WE WERE FLYING A B767-300 FROM DFW TO MIA. WE WERE ON SHORT FINAL FOR RWY 9L. BEFORE LNDG, WE EXPERIENCED MODERATE TURB FROM THE TKOF PWR OF THE DC10 ON RWY 12. THE PF, THE CAPT, WAS ABLE TO GET THE ACFT BACK INTO CTL BEFORE THE WHEELS TOUCHED DOWN. LATER ON WE TALKED TO ANOTHER PLT WHO HAD BEEN DEADHEADING ON OUR ACFT. HE SAID HE EXPERIENCED THE SAME EXACT THING AT MIA 2 YRS BEFORE BUT THEY WERE NOT SO LUCKY. THEY HAD A TAIL STRIKE. IF I'M AT MIA AGAIN LNDG ON RWY 9L AND I SEE AN ACFT READY TO TAKE OFF ON RWY 12, I WILL PROBABLY GAR AND NOT TAKE UNSAFE CHANCES WITH THE TKOF BLAST. BUT WHAT ABOUT THE OTHER PLTS THAT HAVE NOT HAD OUR EXPERIENCE? CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR TOOK PART IN THE WAKE TURB STRUCTURED CALLBACK PROGRAM. THIS IS REALLY A JET BLAST PROB, BUT IT IS A QUANTITATIVE RECORD OF HOW THE JET BLAST ACTUALLY AFFECTS THE LNDG ACFT BEHIND A JET BLAST. RPTR WAS FLYING A B767-300 ACFT. IT WAS A VISUAL APCH DURING EARLY EVENING AND THEY SAW THE DEPARTING ACFT ON RWY 12. THEY WERE INFORMED THAT THERE WOULD BE AN ACFT DEPARTING BUT HAD NO IDEA THAT HIS APPLICATION OF TKOF THRUST WOULD BE AT THE TIME THEY WERE 40 FT ABOVE THE GND, ABOUT TO BEGIN A FLARE FOR LNDG. IT DIDN'T LAST LONG AND WASN'T SEVERE, BUT IT WAS TRAUMATIC FOR THE FLC. THE RPTR STATED HE WOULD DEFINITELY MAKE A GAR IF THE SAME SIT SHOULD APPEAR AGAIN.

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.