8/15/19 3/15/07 7/16/20 AIM  7110.65R CHG 2 AIM known. Pilots of  super  or  heavy  aircraft should always use the word “ super ” or “ heavy ” in radio communications. 9. En route VFR (thousand − foot altitude plus 500 feet). Avoid flight below and behind a large aircraft’s path. If a larger aircraft is observed above on the same track (meeting or overtaking) adjust your position laterally, preferably upwind. d. Super, heavy, and large jet aircraft operators should use the following procedures during an approach to landing. These procedures establish a dependable baseline from which pilots of in − trail, lighter aircraft may reasonably expect to make effective flight path adjustments to avoid serious wake vortex turbulence. 1. Pilots of aircraft that produce strong wake vortices should make every attempt to fly on the established glidepath, not above it; or, if glidepath guidance is not available, to fly as closely as possible to a “3 − 1” glidepath, not above it. In a slow hover taxi or stationary hover near the surface, helicopter main rotor(s) generate downwash producing high velocity outwash vortices to a distance approximately three times the diameter of the rotor. When rotor downwash hits the surface, the resulting outwash vortices have behavioral character- istics similar to wing tip vortices produced by fixed wing aircraft. However, the vortex circulation is outward, upward, around, and away from the main rotor(s) in all directions. Pilots of small aircraft should avoid operating within three rotor diameters of any helicopter in a slow hover taxi or stationary hover. In forward flight, departing or landing helicopters produce a pair of strong, high − speed trailing vortices similar to wing tip vortices of larger fixed wing aircraft. Pilots of small aircraft should use caution when operating behind or crossing behind landing and departing helicopters. Fly 3,000 feet at 10 miles from touchdown, 1,500 feet at 5 miles, 1,200 feet at 4 miles, and so on to touchdown. 2. Pilots of aircraft that produce strong wake vortices should fly as closely as possible to the approach course centerline or to the extended centerline of the runway of intended landing as appropriate to conditions. e. Pilots operating lighter aircraft on visual approaches in − trail to aircraft producing strong wake vortices should use the following procedures to assist in avoiding wake turbulence. These procedures apply only to those aircraft that are on visual approaches. a. Research and testing have been conducted, in addition to ongoing wake initiatives, in an attempt to mitigate the effects of wake turbulence. Pilots must exercise vigilance in situations where they are responsible for avoiding wake turbulence. b. Pilots are reminded that in operations con- ducted behind all aircraft, acceptance of instructions from ATC in the following situations is an acknowledgment that the pilot will ensure safe takeoff and landing intervals and accepts the responsibility for providing wake turbulence separa- tion. 1. Pilots of lighter aircraft should fly on or above the glidepath. Glidepath reference may be furnished by an ILS, by a visual approach slope system, by other ground − based approach slope guidance systems, or by other means. In the absence of visible glidepath guidance, pilots may very nearly duplicate a 3 − degree glideslope by adhering to the “3 to 1” glidepath principle. Fly 3,000 feet at 10 miles from touchdown, 1,500 feet at 5 miles, 1,200 feet at 4 miles, and so on to touchdown. 3. The acceptance of a visual approach clearance. 2. Instructions to follow an aircraft; and 1. Traffic information. c. For operations conducted behind  super  or heavy  aircraft, ATC will specify the word “ super ” or “ heavy ” as appropriate, when this information is (a) Pick a point of landing no less than 1,000 feet from the arrival end of the runway. 2. If the pilot of the lighter following aircraft has visual contact with the preceding heavier aircraft and also with the runway, the pilot may further adjust for possible wake vortex turbulence by the following practices: Wake Turbulence 7 − 4 − 6 EXAMPLE − 7 − 4 − 7. Helicopters 7 − 4 − 8. Pilot Responsibility EXAMPLE −