These are elaborated on, and there are further standards listed, in the AIP Planning Manual - such as opposite direction runway operations and crossing runways.

If a pilot considers the wake turbulence separation standards inadequate, an increased separation may be requested by specifying the spacing required. Conversely, if pilots indicate that they will take responsibility for their own wake turbulence separation then they may request exemption from these separations. This option should be treated with caution.

Another hazard to bear in mind, particularly for light aircraft, is jet blast and propeller slipstream. Beware of passing close or landing directly behind aircraft with engines running, particularly large  jets. Jet blast and propeller slipstream can produce localised wind velocities of sufficient strength to cause damage to other aircraft, vehicles, personnel and buildings. Some years ago a B727 on engine tests blew in a hangar door - clear testimony to the force which can be exerted.

Air traffic controllers may separate departing aircraft by visual means after considering aircraft performance, wake turbulence, closure rate, routes of flight and known weather conditions. Controller visual separation of aircraft should not be applied between successive departures when departure routes and/or aircraft performance will not allow the pilots to maintain adequate separation. In the terminal area it must be day, the air traffic controller must have both aircraft in sight and must be in radio contact with at least one of them. The flight crew of the trailing aircraft must see the lead aircraft and be informed of the lead aircraft's position, its direction of flight and its crew's intentions. The pilots of the trailing aircraft must acknowledge sighting the lead aircraft and be instructed to maintain visual separation. The tower controller will not provide visual separation between aircraft when wake turbulence separation is required. In controlled airspace with ATC radar coverage, the controller must inform the pilot of converging aircraft and VFR traffic. In cruise, when IFR and VFR aircraft are sometimes separated by as little as 500 feet, pilots must use appropriate avoidance procedures. Because wake turbulence is nearly always invisible, pilots need to anticipate where it might be. Air traffic controllers issue "Caution - wake turbulence" warnings only and are not responsible for anticipating the existence or effect of the condition.

Any un-commanded aircraft movements, such as wing rocking, may be caused by wake vortices. This is why maintaining situational awareness is so critical. Atmospheric turbulence is not unusual, particularly in the approach phase. Pilots who suspect wake turbulence is affecting their aircraft should immediately move away from the wake by executing a missed approach or go- around; then must be prepared for an even stronger wake vortex encounter. The onset of wake turbulence can be insidious and even surprisingly gentle. There have been serious accidents where pilots have attempted to salvage a landing after encountering moderate wake only to encounter severe wake turbulence. Pilots should not depend on any aerodynamic warning. If the onset of wake turbulence is occurring, immediate evasive action is a must!

Crossing. If you must cross behind the lead aircraft, try to cross above its flight path or, terrain permitting, at least 1,000 feet below.

Trailing. Endeavour to stay either on or above the leading aircraft's flight path, or upwind, or, terrain permitting, at least 1,000 feet below.

Approach. Maintain a position on or above the lead aircraft's flight path with adequate lateral separation.

Landing. Ensure that your touchdown point is beyond the lead aircraft's touchdown point. Land well before a departing aircraft's rotation point.

Crossing Approaches. When landing behind another aircraft on crossing approaches, cross above the other aircraft's flight path.

Crosswinds. Remember crosswinds may affect the position of wake vortices. Adjust takeoff and landing points accordingly.

Helicopters. Remember that their wake vortices may be of significantly greater strength than those of fixed-wing aircraft of the same weight. Avoid flying beneath the flight paths of helicopters. When piloting a small aircraft, avoid taxiing within three wingspans of a helicopter that is hovering or hover taxiing at slow speed.

Visual Approach. When making a visual approach, do not assume that the aircraft you are following is on the same or lower flight path. The flight crew of the lead aeroplane may have flown a steep approach (typical of cargo operations). Stay above and at least 3 miles behind the normal flight path (at least 4 miles behind a B757).

Wake turbulence is one of the factors that pilots and air traffic controllers must avoid to ensure safe flights. It takes co-operation, awareness and an understanding of each other's requirements to safely avoid aircraft-generated wake.