Narrative:

During the descent and landing into the airport (svmi) we had to execute a missed approach 8 mi from the threshold of the runway 10 due to wake turbulence. Descent profile: during the ILS approach to runway 10 we noticed paralleling target. Target was 2000 ft above our altitude and about our 10 O'clock position; with a vector flight path intercepting our 12 O'clock position flight path. The target was too high and too close to execute the same approach we were flying (not in stabilized profile). Shortly after we noticed the target rapidly descending with a speed reduction. Our last speed clearance was 180 KTS; however; when we contact the target visually we noticed a B737 was only 3.5 mi from our aircraft and 1500 ft above us executing s-turns. We initiated an immediate speed reduction. However; it was too late. At this time; first officer and myself begin to get ready for an evasive maneuver for wake turbulence. Maiquetia approach control asked us if we had the B737 in sight; and we replied by saying yes we did. Shortly after maiquetia approach control cleared us to follow the B737 for a visual approach and to contact the tower on frequency 118.1. During the entire approach; the maiquetia approach control never advised us of converging traffic or speed reduction. At this point we experience a severe uncommanded left roll of 45 degrees; a left yaw off center by 20 degrees and a windshear effect of adverse speed reduction of -15 KTS followed by the activation of the stick shaker. Indicated airspeed at the time of stick shaker was 160 KTS; flaps 25 degrees gear down. Note: from the time the tower asked us if we had the B737 in sight to the time of the occurrence was less than 30 seconds; giving us very little time to evaluate and accept or deny a visual clearance. I executed a missed approach assuming windshear procedures. After I regained control of the aircraft; I made a left turn to the north to exit the wingtip vortices and execute a missed approach. Acting first officer advised the maiquetia tower we were aborting the approach due to moderate to severe wake turbulence. However; the tower never responded even after first officer made 3 attempts for radio contact. Having no response from the tower; we decided to execute the published missed approach procedure. However; during missed approach climbing to the published missed approach altitude and flying to the missed approach fix we noticed a DC9 converging at our same altitude. For safety I climbed to 5000 ft to avoid the DC9 and I continue on a heading of 020 degrees. Having no radio contact with the tower; we called our previous frequency 120.1. At this point maiquetia departure control gave us a heading of 250 degrees for a downwind leg back for the approach. The second approach and landing was uneventful.

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Original NASA ASRS Text

Title: AN HS125-800 PLT RPTS WAKE TURB AND GAR BEHIND A B737 ON FINAL AT SVMI AFTER ATC DID NOT ADVISE THEM OF SLOWING TFC.

Narrative: DURING THE DSCNT AND LNDG INTO THE ARPT (SVMI) WE HAD TO EXECUTE A MISSED APCH 8 MI FROM THE THRESHOLD OF THE RWY 10 DUE TO WAKE TURB. DSCNT PROFILE: DURING THE ILS APCH TO RWY 10 WE NOTICED PARALLELING TARGET. TARGET WAS 2000 FT ABOVE OUR ALT AND ABOUT OUR 10 O'CLOCK POS; WITH A VECTOR FLT PATH INTERCEPTING OUR 12 O'CLOCK POS FLT PATH. THE TARGET WAS TOO HIGH AND TOO CLOSE TO EXECUTE THE SAME APCH WE WERE FLYING (NOT IN STABILIZED PROFILE). SHORTLY AFTER WE NOTICED THE TARGET RAPIDLY DSNDING WITH A SPD REDUCTION. OUR LAST SPD CLRNC WAS 180 KTS; HOWEVER; WHEN WE CONTACT THE TARGET VISUALLY WE NOTICED A B737 WAS ONLY 3.5 MI FROM OUR ACFT AND 1500 FT ABOVE US EXECUTING S-TURNS. WE INITIATED AN IMMEDIATE SPD REDUCTION. HOWEVER; IT WAS TOO LATE. AT THIS TIME; FO AND MYSELF BEGIN TO GET READY FOR AN EVASIVE MANEUVER FOR WAKE TURB. MAIQUETIA APCH CTL ASKED US IF WE HAD THE B737 IN SIGHT; AND WE REPLIED BY SAYING YES WE DID. SHORTLY AFTER MAIQUETIA APCH CTL CLRED US TO FOLLOW THE B737 FOR A VISUAL APCH AND TO CONTACT THE TWR ON FREQ 118.1. DURING THE ENTIRE APCH; THE MAIQUETIA APCH CTL NEVER ADVISED US OF CONVERGING TFC OR SPD REDUCTION. AT THIS POINT WE EXPERIENCE A SEVERE UNCOMMANDED L ROLL OF 45 DEGS; A L YAW OFF CTR BY 20 DEGS AND A WINDSHEAR EFFECT OF ADVERSE SPD REDUCTION OF -15 KTS FOLLOWED BY THE ACTIVATION OF THE STICK SHAKER. INDICATED AIRSPD AT THE TIME OF STICK SHAKER WAS 160 KTS; FLAPS 25 DEGS GEAR DOWN. NOTE: FROM THE TIME THE TWR ASKED US IF WE HAD THE B737 IN SIGHT TO THE TIME OF THE OCCURRENCE WAS LESS THAN 30 SECONDS; GIVING US VERY LITTLE TIME TO EVALUATE AND ACCEPT OR DENY A VISUAL CLRNC. I EXECUTED A MISSED APCH ASSUMING WINDSHEAR PROCS. AFTER I REGAINED CTL OF THE ACFT; I MADE A L TURN TO THE N TO EXIT THE WINGTIP VORTICES AND EXECUTE A MISSED APCH. ACTING FO ADVISED THE MAIQUETIA TWR WE WERE ABORTING THE APCH DUE TO MODERATE TO SEVERE WAKE TURB. HOWEVER; THE TWR NEVER RESPONDED EVEN AFTER FO MADE 3 ATTEMPTS FOR RADIO CONTACT. HAVING NO RESPONSE FROM THE TWR; WE DECIDED TO EXECUTE THE PUBLISHED MISSED APCH PROC. HOWEVER; DURING MISSED APCH CLBING TO THE PUBLISHED MISSED APCH ALT AND FLYING TO THE MISSED APCH FIX WE NOTICED A DC9 CONVERGING AT OUR SAME ALT. FOR SAFETY I CLBED TO 5000 FT TO AVOID THE DC9 AND I CONTINUE ON A HDG OF 020 DEGS. HAVING NO RADIO CONTACT WITH THE TWR; WE CALLED OUR PREVIOUS FREQ 120.1. AT THIS POINT MAIQUETIA DEP CTL GAVE US A HDG OF 250 DEGS FOR A DOWNWIND LEG BACK FOR THE APCH. THE SECOND APCH AND LNDG WAS UNEVENTFUL.

Data retrieved from NASA's ASRS site as of January 2009 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.