E.G. QF 999"heavy"???????
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E.G. QF 999"heavy"???????
Thought I would ask you ATC guys and girls. When an a/c callsign finishes with "heavy" does indicate some sort of performance restriction? does ATC us this to seperate different types of a/c based on wake turbulence?????
At what A/C weight does a/c become "heavy"
Just curious thats all!!
Cheers
At what A/C weight does a/c become "heavy"
Just curious thats all!!
Cheers
G'day mic310,
From the Oz AIP
Regards,
BH.
8. WAKE TURBULENCE SEPARATION STANDARDS
8.1 Categories
8.1.1 For the purpose of wake turbulence separation, aircraft are divided
into the following weight categories:
a. SUPER (J) - A380 Aircraft;
b. HEAVY (H) - All other aircraft types of 136,000 KG maximum
take-off weight or more;
c. MEDIUM (M) - Aircraft types of less than 136,000KG maximum
take‐off weight but more than 7,000KG maximum take‐off
weight;
d. LIGHT (L) - Aircraft types of 7,000KG maximum take‐off
weight or less.
Note: B757 and H47 (Chinook) are categorised Heavy (H) when
the following aircraft is categorised either Medium (M) or Light (L)
and categorised Medium(M) when the preceding aircraft is categorised
Heavy (H).
From the Oz AIP
Regards,
BH.
8. WAKE TURBULENCE SEPARATION STANDARDS
8.1 Categories
8.1.1 For the purpose of wake turbulence separation, aircraft are divided
into the following weight categories:
a. SUPER (J) - A380 Aircraft;
b. HEAVY (H) - All other aircraft types of 136,000 KG maximum
take-off weight or more;
c. MEDIUM (M) - Aircraft types of less than 136,000KG maximum
take‐off weight but more than 7,000KG maximum take‐off
weight;
d. LIGHT (L) - Aircraft types of 7,000KG maximum take‐off
weight or less.
Note: B757 and H47 (Chinook) are categorised Heavy (H) when
the following aircraft is categorised either Medium (M) or Light (L)
and categorised Medium(M) when the preceding aircraft is categorised
Heavy (H).
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It tends to be american pilots that suffix their callsigns with heavy. I couldn't care less, but they love it. No other vortex category does it except the new A380's and then only singapore tend to do it. They love being super super with weely big wings
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http://www.skybrary.aero/bookshelf/books/160.pdf
Indication of Aircraft Type
For A380-800 aircraft the letter “J” should be entered into the space allocated to wake turbulence under Item 9 of the ICAO flight plan.
For A380-800 aircraft the expression “SUPER” should be included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units.
4. RADAR WAKE TURBULENCE SEPARATION MINIMA
(PANS-ATM 8.7.4.4 and 8.7.4.4.1)
4.1 The following wake turbulence radar separation minima should be applied to aircraft in the approach and departure phases of flight in the circumstances given in 4.2.
Preceding aircraft Succeeding aircraft
Wake turbulence radar separation minima:
A380-800-A380-800 Not required*
A380-800 Non-A380-800 HEAVY 11.1 km (6.0 NM)
A380-800 MEDIUM 13 km (7.0 NM)
A380-800 LIGHT 14.8 km (8.0 NM)
*When a wake turbulence restriction is not required then separation reverts
to radar separation minimum as prescribed by the appropriate ATS
authority. The recommendation of the ad hoc group (safety case) indicated
that no wake constraint exists for the A380-800 either following another
A380-800 or a non-A380-800 HEAVY aircraft.
---------------------------------------------------
SKYbrary - Wake Vortex Turbulence
En route
ATC traffic separation standards in controlled airspace will not necessarily prevent significant encounters with wake turbulence and the greater risk of injury because both Cabin Crew and some passengers will probably not be secured in their seats. However, it is unlikely that any loss of control will be more than very brief and easy recover from if at least minimum ATC separation standards are maintained.
The only available direct defence against occupant injuries is for the flight crew to maintain situational awareness by monitoring other traffic in the vicinity by listening out on RTF and by use of the TCAS Display and then use the seat belt sign and direct communication with Cabin Crew to temporarily secure all occupants if in-train climbing or one-level-above traffic is observed up to 10 nm ahead and confirmed with ATC as being a significantly larger aircraft type.
ATC awareness of the persistence of wake turbulence at en route altitudes beyond reqired traffic separation minima is sometimes poor.
Indication of Aircraft Type
For A380-800 aircraft the letter “J” should be entered into the space allocated to wake turbulence under Item 9 of the ICAO flight plan.
For A380-800 aircraft the expression “SUPER” should be included immediately after the aircraft call sign in the initial radiotelephony contact between such aircraft and ATS units.
4. RADAR WAKE TURBULENCE SEPARATION MINIMA
(PANS-ATM 8.7.4.4 and 8.7.4.4.1)
4.1 The following wake turbulence radar separation minima should be applied to aircraft in the approach and departure phases of flight in the circumstances given in 4.2.
Preceding aircraft Succeeding aircraft
Wake turbulence radar separation minima:
A380-800-A380-800 Not required*
A380-800 Non-A380-800 HEAVY 11.1 km (6.0 NM)
A380-800 MEDIUM 13 km (7.0 NM)
A380-800 LIGHT 14.8 km (8.0 NM)
*When a wake turbulence restriction is not required then separation reverts
to radar separation minimum as prescribed by the appropriate ATS
authority. The recommendation of the ad hoc group (safety case) indicated
that no wake constraint exists for the A380-800 either following another
A380-800 or a non-A380-800 HEAVY aircraft.
---------------------------------------------------
SKYbrary - Wake Vortex Turbulence
En route
ATC traffic separation standards in controlled airspace will not necessarily prevent significant encounters with wake turbulence and the greater risk of injury because both Cabin Crew and some passengers will probably not be secured in their seats. However, it is unlikely that any loss of control will be more than very brief and easy recover from if at least minimum ATC separation standards are maintained.
The only available direct defence against occupant injuries is for the flight crew to maintain situational awareness by monitoring other traffic in the vicinity by listening out on RTF and by use of the TCAS Display and then use the seat belt sign and direct communication with Cabin Crew to temporarily secure all occupants if in-train climbing or one-level-above traffic is observed up to 10 nm ahead and confirmed with ATC as being a significantly larger aircraft type.
ATC awareness of the persistence of wake turbulence at en route altitudes beyond reqired traffic separation minima is sometimes poor.
Last edited by prascho; 29th Jul 2010 at 12:59.
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Probably an ego thing. I know you are a Heavy or a Super because your flight strip says so, in the same way that Concorde always checked in as "Speedbird Concorde 1" yes we know that you are but if you feel the need to tell everyone on the frequency then work away......
I don't have the docs with me, but I know there is a requirement for Heavies to check in with APP and TWR (I think) with 'HEAVY' on first contact. In Oz anyway. It's in the Doc4444 somewhere too. Don't think it's an ego thing mostly. Maybe the crews just chuck it in to cover all bases for where it's required and not required.
Arigato,
Showa Cho
Arigato,
Showa Cho
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In defence of our colleagues across the pond, it's not a 'my plane is bigger than yours' thing but it is written in the FAA rules somewhere. Here are some examples.
http://www.faa.gov/air_traffic/publi...c/atc0204.html
-4-14. WORDS AND PHRASES
a. Use the words or phrases in radiotelephone and interphone communication as contained in the P/CG or, within areas where Controller Pilot Data Link Communications (CPDLC) is in use, the phraseology contained in the applicable CPDLC message set.
b. The word “heavy” shall be used as part of the identification of heavy jet aircraft as follows:
TERMINAL. In all communications with or about heavy jet aircraft.
EN ROUTE. The use of the word heavy may be omitted except as follows:
1. In communications with a terminal facility about heavy jet operations.
2. In communications with or about heavy jet aircraft with regard to an airport where the en route center is providing approach control service.
3. In communications with or about heavy jet aircraft when the separation from a following aircraft may become less than 5 miles by approved procedure.
4. When issuing traffic advisories.
http://www.faa.gov/air_traffic/publi...4/aim0402.html
5. Air carriers and commuter air carriers having FAA authorized call signs should identify themselves by stating the complete call sign (using group form for the numbers) and the word "heavy" if appropriate
For info, having heard my first Super designator over the Canada last night.
FAA Issues Interim ATC Procedures For Airbus A388 Flights
http://www.faa.gov/air_traffic/publi...c/atc0204.html
-4-14. WORDS AND PHRASES
a. Use the words or phrases in radiotelephone and interphone communication as contained in the P/CG or, within areas where Controller Pilot Data Link Communications (CPDLC) is in use, the phraseology contained in the applicable CPDLC message set.
b. The word “heavy” shall be used as part of the identification of heavy jet aircraft as follows:
TERMINAL. In all communications with or about heavy jet aircraft.
EN ROUTE. The use of the word heavy may be omitted except as follows:
1. In communications with a terminal facility about heavy jet operations.
2. In communications with or about heavy jet aircraft with regard to an airport where the en route center is providing approach control service.
3. In communications with or about heavy jet aircraft when the separation from a following aircraft may become less than 5 miles by approved procedure.
4. When issuing traffic advisories.
http://www.faa.gov/air_traffic/publi...4/aim0402.html
5. Air carriers and commuter air carriers having FAA authorized call signs should identify themselves by stating the complete call sign (using group form for the numbers) and the word "heavy" if appropriate
For info, having heard my first Super designator over the Canada last night.
FAA Issues Interim ATC Procedures For Airbus A388 Flights
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All this 'heavy' came about some years ago when a DC-9 (trainer) was flipped upside down and crashed, approaching the runway behind a DC-10 in Texas (Greater Southwest airport, now closed).
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<<Probably an ego thing. I know you are a Heavy or a Super because your flight strip says so, in the same way that Concorde always checked in as "Speedbird Concorde 1" yes we know that you are but if you feel the need to tell everyone on the frequency then work away......>>
In the UK there is a requirement for crews to specify aircraft type on first contact with some ATC units. This is because airlines change type without informing ATC and it is essential information for wake turbeluence purposes.
In the UK there is a requirement for crews to specify aircraft type on first contact with some ATC units. This is because airlines change type without informing ATC and it is essential information for wake turbeluence purposes.
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According to ICAO DOC 9432 Manual of Radiotelephony:
"2.7.2.4 Aircraft in the heavy wake turbulence category shall include the word “HEAVY” immediately after the aircraft call sign in the initial contact between such aircraft and ATS units."
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MATS Part 1 Appendix B
Aircraft with a MTOM of 162,000 kg or greater are required to be announced as 'Heavy' or 'Super' in the case of the A380, in the initial call to each ATSU.
