Reporting Aircraft Type
Thread Starter
Join Date: Aug 2016
Location: 🐫
Posts: 19
Likes: 0
Received 0 Likes
on
0 Posts
Reporting Aircraft Type
Can anyone confirm the correct designation of aircraft type when asked on frequency. Is it the ICAO Type code, IATA type code or the code on the ATC FPL.
for example for a 777 Freighter.
B77L, B77F or B77X?
for example for a 777 Freighter.
B77L, B77F or B77X?
(B77F and B77X are neither ICAO nor IATA codes, by the way)
If ATC is asking for your aircraft type, they would want to know as per the ICAO Aircraft Type Designators (ICAO DOC 8643) so they can input or update your ATC Flight Plan.
If an Apron office is usually the IATA code depending on what systems they are using. This is used for the VGDS (Visual docking guidance system) and stand allocations. Obviously its important to check that the correct aircraft type information is displayed in the VGDS if available before entering the stand as the clearances may be different especially between variants.
If an Apron office is usually the IATA code depending on what systems they are using. This is used for the VGDS (Visual docking guidance system) and stand allocations. Obviously its important to check that the correct aircraft type information is displayed in the VGDS if available before entering the stand as the clearances may be different especially between variants.
If an Apron office is usually the IATA code depending on what systems they are using. This is used for the VGDS (Visual docking guidance system) and stand allocations. Obviously its important to check that the correct aircraft type information is displayed in the VGDS if available before entering the stand as the clearances may be different especially between variants.
ATC don't really care about those distinctions, but they obviously makes a difference from an airport's point of view.
Join Date: Jul 2002
Location: Out on the bike in Northumberland
Posts: 578
Likes: 0
Received 0 Likes
on
0 Posts
Actually sometimes ATC do care, in my previous existence a B747-8F could go down the Alpha taxiway, but B747-8 Pax could not and needed to backtrack......
Join Date: Aug 2000
Location: Costa del Swanwick
Posts: 834
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Jul 2002
Location: Out on the bike in Northumberland
Posts: 578
Likes: 0
Received 0 Likes
on
0 Posts
No idea! They were the instructions issued, and I could never get an answer as to why - as far as I am aware there is no physical difference but the code changed between the two so the B747/8I was too ‘big’ to go down the Taxiway!
Join Date: Jan 2009
Location: HANTS
Posts: 193
Likes: 0
Received 0 Likes
on
0 Posts
The general reason why it is requested by ATC on first contact (talking about the ATIS and first call to APC/TWR) is to ensure the FPL data as reflected to the ATCO is correct...there are obvious reasons why this needs to be confirmed - vortex spacing/“line up after” clearances. Not unknown for tactical type changes to be made and FPL’s not updated.
AFAIK the landing gear is the same on the 8/8F, but the max weight of the pax aircraft is about 6 tonnes higher than that for some of the freighters. That could be just enough to put the ACNs for the two variants on either side of some demarcation limit for the taxiway in question.
Join Date: Jan 2018
Location: italy
Posts: 97
Likes: 0
Received 0 Likes
on
0 Posts
Seems like APN/ACN isn't it? Had an interesting/laughable story with the beluga holding due to not knowing whether he could taxi or not hahaha.
Join Date: Nov 2020
Location: KSLC
Posts: 8
Likes: 0
Received 0 Likes
on
0 Posts
My first response is to just tell them what I am. Like, 757 or A320. If they want more info., they’ll ask, then you can refer to your flight plan for specific designations. After that, I would tell them to call dispatch because that’s their job! ATC may ask for different reasons. Depending on phase of flight, and who exactly you’re talking to, you may guess at what their after. Often I think it’s just easier for them to ask you rather than look it up. Generally, in the US, they want to know your aircraft type so they know how to handle you.
Join Date: Jun 2017
Location: Glasgow
Posts: 6
Likes: 0
Received 0 Likes
on
0 Posts
As an approach controller all I care about is "320" or "triple seven". Wake turbulence category and a general idea of what I'm dealing with.
Join Date: Nov 2018
Location: Bonvoy Marriott
Posts: 408
Likes: 0
Received 0 Likes
on
0 Posts
Could be an ACN/PCN issue, I suppose.
AFAIK the landing gear is the same on the 8/8F, but the max weight of the pax aircraft is about 6 tonnes higher than that for some of the freighters. That could be just enough to put the ACNs for the two variants on either side of some demarcation limit for the taxiway in question.
AFAIK the landing gear is the same on the 8/8F, but the max weight of the pax aircraft is about 6 tonnes higher than that for some of the freighters. That could be just enough to put the ACNs for the two variants on either side of some demarcation limit for the taxiway in question.
https://en.wikipedia.org/wiki/List_o...ht?wprov=sfti1
according a quick google search the -8F actually has a higher MTOW than the -8I
https://en.wikipedia.org/wiki/List_o...ht?wprov=sfti1
https://en.wikipedia.org/wiki/List_o...ht?wprov=sfti1
The actual figures (Max Taxi Weight), per Boeing, are:
747-8: 990,000 lb/449,056 kg
747-8F: 978,000 lb/443,613 kg or 990,000 lb/449,056 kg (depending on option)
MTOW is 3,000 lb less than MTW.
