Narrative:

About 7 NM northwest of lck; monitoring approach on 119.15; I heard controller handling 2 aircraft inbound to lck; one of which was a 'heavy.' I established visual contact with both. The controller cleared both of them for approach to runway 22. I elected to pass behind and below the 'heavy;' being 1 mi behind and 700 ft below. I hit the wake of the 'heavy' at a 90 degree angle and was through it quickly. I was using my seatbelt and shoulder harness. The turbulence was close to severe. My head hit the canopy; fracturing the canopy. An onboard tool kit and my cell phone departed the cockpit through the hole in the canopy. I proceeded to osu airport and landed uneventfully. During the wake encounter. I may have entered the cmh class C airspace. Something also struck the leading edge of the airplane's left horizontal stabilizer near the root. After landing; the G meter was pegged at +2 and -6. No other apparent damage to my aircraft was noted. I should have given the heavy aircraft a wider berth; and should have passed above it. Callback conversation with reporter revealed the following information: reporter stated that he had expected the wake to be 300 ft below the heavy aircraft and so would have anticipated about a 400 ft wake turbulence clearance. He believed; but did not know for sure; that the aircraft was a kc-135. He now knows that in the landing confign; the wake descends more quickly. He was not wearing a helmet at the time and his radio headset contacted and broke the canopy.

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Original NASA ASRS Text

Title: AN 8IAI-MARCHETTI ENCOUNTERED SEVERE WAKE TURB 1 MI BEHIND AND 700 FT BELOW A HVY.

Narrative: ABOUT 7 NM NW OF LCK; MONITORING APCH ON 119.15; I HEARD CTLR HANDLING 2 ACFT INBOUND TO LCK; ONE OF WHICH WAS A 'HVY.' I ESTABLISHED VISUAL CONTACT WITH BOTH. THE CTLR CLRED BOTH OF THEM FOR APCH TO RWY 22. I ELECTED TO PASS BEHIND AND BELOW THE 'HVY;' BEING 1 MI BEHIND AND 700 FT BELOW. I HIT THE WAKE OF THE 'HVY' AT A 90 DEG ANGLE AND WAS THROUGH IT QUICKLY. I WAS USING MY SEATBELT AND SHOULDER HARNESS. THE TURB WAS CLOSE TO SEVERE. MY HEAD HIT THE CANOPY; FRACTURING THE CANOPY. AN ONBOARD TOOL KIT AND MY CELL PHONE DEPARTED THE COCKPIT THROUGH THE HOLE IN THE CANOPY. I PROCEEDED TO OSU ARPT AND LANDED UNEVENTFULLY. DURING THE WAKE ENCOUNTER. I MAY HAVE ENTERED THE CMH CLASS C AIRSPACE. SOMETHING ALSO STRUCK THE LEADING EDGE OF THE AIRPLANE'S L HORIZ STABILIZER NEAR THE ROOT. AFTER LNDG; THE G METER WAS PEGGED AT +2 AND -6. NO OTHER APPARENT DAMAGE TO MY ACFT WAS NOTED. I SHOULD HAVE GIVEN THE HVY ACFT A WIDER BERTH; AND SHOULD HAVE PASSED ABOVE IT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT HE HAD EXPECTED THE WAKE TO BE 300 FT BELOW THE HVY ACFT AND SO WOULD HAVE ANTICIPATED ABOUT A 400 FT WAKE TURB CLRNC. HE BELIEVED; BUT DID NOT KNOW FOR SURE; THAT THE ACFT WAS A KC-135. HE NOW KNOWS THAT IN THE LNDG CONFIGN; THE WAKE DSNDS MORE QUICKLY. HE WAS NOT WEARING A HELMET AT THE TIME AND HIS RADIO HEADSET CONTACTED AND BROKE THE CANOPY.

Data retrieved from NASA's ASRS site as of January 2009 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.