Narrative:

It was a very busy afternoon at mvy. Mvy is a relatively quiet tower controled airport serving the island of martha's vineyard off the coast of massachusetts. During the months of july and august air traffic at the airport increases dramatically. Traffic during the summer is a mix of light GA aircraft; commuter carriers; and private jets. I was plting a mooney at 2800 pounds with 4 souls on board. I asked for and received from mvy ground controller for a clearance to taxi from my parking space to runway 24. I taxied behind a light jet at a distance so as to not get any buffeting of jet blast from the jet. The line of aircraft at the departure end of runway 24 was 5 aircraft deep and I was behind a challenger 300 (not using the north number as a call sign but calling themselves company call sign. I kept my aircraft out of the exhaust blast of the jet (around 100 ft back). About 3 mins into the wait at the hold line my plane began to shake violently; and lift off the ground. I called the tower controller and asked that the CL300 cut his engines because I was about to be flipped over by the blast. The operator of the CL300 replied that he had just fired his second engine and it was at idle power. I told him to shut the 'expletive' engine down or we would FLIP over. I then applied full power in order to fly my plane out of the blast and to regain positive control of the aircraft. I was lucky and exited the blast zone without injury or damage. I felt I had given the challenger 300 enough room based on the fact that I did not feel any buffeting from the jet. I assumed that both engines were running and I was experiencing all of the blast I could expect from the aircraft. Never assume! I suspect that the challenger driver did not expect a small aircraft could be lifted by his idle power. I feel that the jet operator should have immediately shut down when a pilot in distress asked him to; regardless of the fact that the pilot in distress (me) had inadvertently put himself in harm's way. I fly out of class C and B airports regularly and have always used the feel method of spacing behind jet aircraft while in line for takeoff; obviously this method does not work. I will stay back 300 ft or more in the future.

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Original NASA ASRS Text

Title: MOONEY PILOT REPORTS ENCOUNTER WITH JET BLAST FROM SMALL JET WHILE WAITING TO DEPART MVY.

Narrative: IT WAS A VERY BUSY AFTERNOON AT MVY. MVY IS A RELATIVELY QUIET TWR CTLED ARPT SERVING THE ISLAND OF MARTHA'S VINEYARD OFF THE COAST OF MASSACHUSETTS. DURING THE MONTHS OF JULY AND AUGUST AIR TFC AT THE ARPT INCREASES DRAMATICALLY. TFC DURING THE SUMMER IS A MIX OF LIGHT GA ACFT; COMMUTER CARRIERS; AND PVT JETS. I WAS PLTING A MOONEY AT 2800 LBS WITH 4 SOULS ON BOARD. I ASKED FOR AND RECEIVED FROM MVY GND CTLR FOR A CLRNC TO TAXI FROM MY PARKING SPACE TO RWY 24. I TAXIED BEHIND A LIGHT JET AT A DISTANCE SO AS TO NOT GET ANY BUFFETING OF JET BLAST FROM THE JET. THE LINE OF ACFT AT THE DEP END OF RWY 24 WAS 5 ACFT DEEP AND I WAS BEHIND A CHALLENGER 300 (NOT USING THE N NUMBER AS A CALL SIGN BUT CALLING THEMSELVES COMPANY CALL SIGN. I KEPT MY ACFT OUT OF THE EXHAUST BLAST OF THE JET (AROUND 100 FT BACK). ABOUT 3 MINS INTO THE WAIT AT THE HOLD LINE MY PLANE BEGAN TO SHAKE VIOLENTLY; AND LIFT OFF THE GND. I CALLED THE TWR CTLR AND ASKED THAT THE CL300 CUT HIS ENGS BECAUSE I WAS ABOUT TO BE FLIPPED OVER BY THE BLAST. THE OPERATOR OF THE CL300 REPLIED THAT HE HAD JUST FIRED HIS SECOND ENG AND IT WAS AT IDLE PWR. I TOLD HIM TO SHUT THE 'EXPLETIVE' ENG DOWN OR WE WOULD FLIP OVER. I THEN APPLIED FULL PWR IN ORDER TO FLY MY PLANE OUT OF THE BLAST AND TO REGAIN POSITIVE CTL OF THE ACFT. I WAS LUCKY AND EXITED THE BLAST ZONE WITHOUT INJURY OR DAMAGE. I FELT I HAD GIVEN THE CHALLENGER 300 ENOUGH ROOM BASED ON THE FACT THAT I DID NOT FEEL ANY BUFFETING FROM THE JET. I ASSUMED THAT BOTH ENGS WERE RUNNING AND I WAS EXPERIENCING ALL OF THE BLAST I COULD EXPECT FROM THE ACFT. NEVER ASSUME! I SUSPECT THAT THE CHALLENGER DRIVER DID NOT EXPECT A SMALL ACFT COULD BE LIFTED BY HIS IDLE PWR. I FEEL THAT THE JET OPERATOR SHOULD HAVE IMMEDIATELY SHUT DOWN WHEN A PLT IN DISTRESS ASKED HIM TO; REGARDLESS OF THE FACT THAT THE PLT IN DISTRESS (ME) HAD INADVERTENTLY PUT HIMSELF IN HARM'S WAY. I FLY OUT OF CLASS C AND B ARPTS REGULARLY AND HAVE ALWAYS USED THE FEEL METHOD OF SPACING BEHIND JET ACFT WHILE IN LINE FOR TKOF; OBVIOUSLY THIS METHOD DOES NOT WORK. I WILL STAY BACK 300 FT OR MORE IN THE FUTURE.

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.