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BE33 pilot on approach to landing encounters wake turbulence from a departing B737 at pbi.
| Attributes | |
| ACN | 826999 |
| Time | |
| Date | 200903 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | PBI.Airport |
| State Reference | FL |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Bonanza 33 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Approach |
| Route In Use | Visual Approach |
| Flight Plan | None |
| Aircraft 2 | |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Takeoff |
| Flight Plan | IFR |
| Person 1 | |
| Function | Single Pilot |
| Qualification | Flight Crew Instrument Flight Crew Multiengine Flight Crew Commercial |
| Experience | Flight Crew Last 90 Days 35 Flight Crew Total 15000 Flight Crew Type 3500 |
| Events | |
| Anomaly | Inflight Event / Encounter Wake Vortex Encounter |
Narrative:
Beech (be-33) encounter wake turbulence from departing boeing 737. Beech was cleared to land runway 27L and 737 cleared for takeoff on runway 27R -- the wind was directly north during this event. On the encounter we (the be-33); aborted the landing and turned south to get out of the situation. Tower asked if we'd like to declare emergency. We (I) replied 'no; the emergency is over'. Tower then cleared us to 'land runway 27R' -- as we approached base leg; tower changed clearance to 'runway 27L.'we modified the approach to runway 27L we were in considerable crab due to north wind. Tower then; as in 1st approach; cleared a corporate jet for takeoff on runway 27R; again we were concerned about wake turbulence though this jet was smaller than the 737. There was a slight drizzle at the time -- visibility; excepting a light fuzz (on our windshield) was good. We considered aborting the 2nd landing; but then proceeded to land. On my final 'look forward' for landing after having concentrated on the departing jet. I saw a wide area of pavement clear of any obstruction -- presumably the runway. On landing we realized we were not on runway 27L; but on some kind of very wide; wider than runway 27L; pavement -- we immediately taxied a few feet to the runway (it was ours at the time) then asked for ground clearance to parking. 1) the tower could have cleared us to land runway 27R on 2nd approach; rather than repeat the situation by having us again land on runway 27L while a departure in progress on runway 27R -- the wind was north. 2) we could have and probably should have requested runway 27R when our clearance was changed from runway 27R to runway 27L during the 2nd approach. 3) on the 1st approach the ATIS merely mentioned possible wake turbulence. 4) an hour later; on departure; we noted there was considerable more detail about wake turbulence; runway markings and taxiways.
Original NASA ASRS Text
Title: BE33 pilot on approach to landing encounters wake turbulence from a departing B737 at PBI.
Narrative: Beech (BE-33) encounter wake turbulence from departing Boeing 737. Beech was cleared to land Runway 27L and 737 cleared for takeoff on Runway 27R -- the wind was directly North during this event. On the encounter we (the BE-33); aborted the landing and turned South to get out of the situation. Tower asked if we'd like to declare emergency. We (I) replied 'no; the emergency is over'. Tower then cleared us to 'land Runway 27R' -- as we approached base leg; tower changed clearance to 'Runway 27L.'We modified the approach to Runway 27L we were in considerable crab due to north wind. Tower then; as in 1st approach; cleared a corporate jet for takeoff on Runway 27R; again we were concerned about wake turbulence though this jet was smaller than the 737. There was a slight drizzle at the time -- visibility; excepting a light fuzz (on our windshield) was good. We considered aborting the 2nd landing; but then proceeded to land. On my final 'look forward' for landing after having concentrated on the departing jet. I saw a wide area of pavement clear of any obstruction -- presumably the runway. On landing we realized we were not on Runway 27L; but on some kind of very wide; wider than Runway 27L; pavement -- we immediately taxied a few feet to the runway (it was ours at the time) then asked for ground clearance to parking. 1) The Tower could have cleared us to land Runway 27R on 2nd approach; rather than repeat the situation by having us again land on Runway 27L while a departure in progress on Runway 27R -- the wind was North. 2) We could have and probably should have requested Runway 27R when our clearance was changed from Runway 27R to Runway 27L during the 2nd approach. 3) On the 1st approach the ATIS merely mentioned possible wake turbulence. 4) An hour later; on departure; we noted there was considerable more detail about wake turbulence; runway markings and taxiways.
Data retrieved from NASA's ASRS site as of April 2012 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.