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Erj-175 first officer reported encountering wake turbulence on arrival into sea that resulted in multiple EICAS messages.
| Attributes | |
| ACN | 1644780 |
| Time | |
| Date | 201905 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | SEA.Airport |
| State Reference | WA |
| Environment | |
| Flight Conditions | VMC |
| Aircraft 1 | |
| Make Model Name | EMB ERJ 170/175 ER/LR |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Flight Plan | IFR |
| Aircraft 2 | |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | First Officer Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument Flight Crew Multiengine |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Procedural Published Material / Policy Inflight Event / Encounter Wake Vortex Encounter |
Narrative:
On a visual approach to 16R; we were about 4 miles in trail of a 737 with autopilot and autothrottles engaged. I was pm [pilot monitoring] and noted that the 737 was on higher path to the runway; and we would probably clip their wake. Outside of finka; we encountered the wake turbulence and experienced approximately 30 deg left roll in response. The ap and at disconnected and the captain resumed hand flying the airplane. The following caution messages posted on EICAS: windshear fail; at fail; stall prot fail; and aoa limit fail. I grabbed the QRH and started looking for the messages while configuring landing flaps. I didn't want to be heads down in the book instead of monitoring flight path and speed; so I set aside the QRH to resume monitoring the captain's manual approach. We considered a go-around; however; the aircraft was configured and stable; so we continued to landing. I noted that we lost green dot; amber and red band indications on the speed tape. After landing; the caution messages cleared and were replaced by ads probe 2; 3; & 4 fail messages. I looked at the QRH while we taxied in. We ran the [checklist] and handed the airplane over to maintenance. After reviewing the stall prot fail QRH; I saw it calls for vref full + 15 knots; which was about 5 knots faster than our bugged vapp. If I had to do it over again; I would more strongly consider going around to complete all the QRH procedures; especially in cases of high winds or low weather.
Original NASA ASRS Text
Title: ERJ-175 First Officer reported encountering wake turbulence on arrival into SEA that resulted in multiple EICAS messages.
Narrative: On a visual approach to 16R; we were about 4 miles in trail of a 737 with autopilot and autothrottles engaged. I was PM [pilot monitoring] and noted that the 737 was on higher path to the runway; and we would probably clip their wake. Outside of FINKA; we encountered the wake turbulence and experienced approximately 30 deg left roll in response. The AP and AT disconnected and the Captain resumed hand flying the airplane. The following caution messages posted on EICAS: WINDSHEAR FAIL; AT FAIL; STALL PROT FAIL; and AOA LIMIT FAIL. I grabbed the QRH and started looking for the messages while configuring landing flaps. I didn't want to be heads down in the book instead of monitoring flight path and speed; so I set aside the QRH to resume monitoring the Captain's manual approach. We considered a go-around; however; the aircraft was configured and stable; so we continued to landing. I noted that we lost green dot; amber and red band indications on the speed tape. After landing; the caution messages cleared and were replaced by ADS PROBE 2; 3; & 4 FAIL messages. I looked at the QRH while we taxied in. We ran the [checklist] and handed the airplane over to maintenance. After reviewing the STALL PROT FAIL QRH; I saw it calls for Vref Full + 15 knots; which was about 5 knots faster than our bugged Vapp. If I had to do it over again; I would more strongly consider going around to complete all the QRH procedures; especially in cases of high winds or low weather.
Data retrieved from NASA's ASRS site 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.