"Mxsmanic" wrote in message
...
Wade Hasbrouck writes:

Being a 172 "driver", I know that anything that has more than one engine,
or
a jet engine is going to be faster than me, also know most low wing
aircraft
are going be faster than me (exceptions could be some Diamonds, some
experimentals, some Pipers like the Tomahawk, but these are typically
smaller than a 172). Most high wing aircraft are going to be right
around
my speed range (182s are faster, 150s a little slower, taildraggers are
probably going to be slower because of their landing characteristics, but
I
don't know much about taildraggers)

Are you ever instructed to follow heavy aircraft on final? If so, how
do you avoid things like wake turbulence?

--
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Sort of already answered that in a different part of the thread... I have
not yet been put behind a heavier aircraft yet... However the general
practice is that you want to stay above the flight path of the heavier
aircraft and touchdown past the heavier aircraft's touchdown point. Taking
off after a heavier aircraft you want to stay above their flight path and
rotate before the point where they rotated.

However, as PIC you have the authority to decline an ATC request if you
think it would be unsafe or would not feel comfortable doing it, as it is
the PIC that is flying the aircraft, not ATC (although some controllers act
like they are flying the plane). If I was at Boeing Field, and landing on
13R, and a 777 landed while I was in the downwind, and given "Cessna xxxx,
Cleared to Land 13R, caution wake turbulence...", you can bet I would
decline that and probably ask to do some 360s or move to the short runway
(provided the wind isn't blowing the turbulence on to the other runway), or
a "go-around" (probably a kind of high go-around), or some other option.
Just because I am "cleared to land" doesn't mean I have to land, if I think
it is unsafe to do so, I have the right as PIC to decline it because I think
it is unsafe or not comfortable doing it, and in this case the controller
would be more than understanding, but most controllers are smart enough to
avoid putting you in that position.

I have been in the position of taking off after a heavier aircraft, and
recieved "Cleared to take off, caution wake turbulence, 767 departed 1
minute ago.", which just advised the controller that I would like to wait.
Was also cleared to take off to "take off no delay" at Renton because of
inbound lear jet, and apparently the contoller expected me to put full
throttle to taxi from the hold short line to the runway and I fumbled the
tail number (first time in the plane) and I got a gruff "Cessna xxxx I said
no delay!!!!!", which earned him a "Renton Tower, Cessna xxxx will wait for
the lear..." and sat at the hold short line, as I couldn't see where this
lear was, controllers attitude was not appropriate, and I didn't feel
comfortable doing and just pulled the throttle back and told them "I'll
wait", as I am flying the plane not him

I was asked to make a short aproach at Renton by the controller, and I
wasn't comfortable doing so at the time and just replied with "Cessna xxxx,
unable to do a short approach..." which got me "Cessna xxxx, do a right 360
for spacing", but as PIC I have the right to decline an ATC instruction if I
don't think it is safe. I was on a "close in base" (at the request of the
controller) at Renton once, and they cleared a plane to take off just as I
was to start my turn to a "short final", I wasn't comfortable with the way
things were looking, and told the controller "Renton Tower, Cessna xxxx,
doing a right 270 for spacing...", and it was like he didn't realize what
was about to transpire and was like "Yeah... Cessna xxxx, right 270 for
spacing..."