This is one of the reasons ATC maintains a certain separation between landing aircraft. For larger airliners which produce more turbulence, this separation needs to be greater. As you can see from the video, wake turbulence migrates downwards over time, so after thirty seconds or so it's no longer an issue for other aircraft on the same glideslope.
The separation between a heavy flight and a small one is 120s. There are many studies to take into account wind (speed and direction) and to have finer table of spacing (often around 85s) taking into account both aircraft types. Near the runway, there is also a ground effect with reflection of the vortex.
All aircraft produce wingtip vortices that create wake
turbulence in flight. The vortex strength increases
when the aircraft is heavier and when it flies slowly.
Thus, the term "heavy" (unlike light, medium and large)
is included by heavy-class aircraft in radio transmissions
around airports during take-off and landing, incorporated
into the call sign, to warn other aircraft that they
should leave additional separation to avoid this wake turbulence.
I was flipped sideways on short final in a 172 from a 7x7 (can't remember exact plane) that landed ~2 minutes prior on a parallel runway... it happens, though the vortices tend to sink fairly rapidly and are more of a concern for smaller aircraft.
Fortunately, not at all. Was able to correct the orientation quickly, and just added power for a go around (about 100' AGL, so had time... but was very much not expecting it up at that altitude given sink rates for vortices)
The tower must have been watching pretty closely because they notified other traffic within about 2 seconds before I called in or gained altitude.
Depends. Can be very dangerous when near the ground on takeoff or landing. Heavier, slower aircraft make stronger turbulence. You especially don’t want to be a smaller aircraft behind a larger one. The vortices sink so if you’re following an aircraft and you’re at the same or higher altitude then you’re fine. If you’re lower then watch out, you might be on an intercept course.
> Heavier, slower aircraft make stronger turbulence
Is it the weight of aircraft that contributes to the wake turbulence or the physical size? Presumably these usually correlate pretty well but just asking for clarity…
Wake turbulence was a factor in the crash of AA587 from JFK back in 2001. The FO flying the take off encountered wake turbulence from a 747 that took off just prior and overused the rudder in response to the point it snapped the tail of the jet, an A300.
It can definitely be very dangerous. A CRJ (50 seat, common commuter plane) can easily be rolled sideways from a 737-900 or larger. Imagine a biz jet or single-engine piston aircraft being caught in something like that.