Fortunately, while all pilots like to treat their planes like the ladies they are, planes accept a lot more bluntly descriptive language. Table of contents What does “heavy” mean? by Air Traffic ControlThe true purpose of “Heavy” and “Super” callsigns
Aircraft are classified according to their maximum takeoff weight (MTOW).
A “heavy” aircraft is an aircraft with a takeoff weight greater than 300,000 pounds or 136 tons.
This designation is so critical that the FAA requires all such aircraft to announce the fact with their call sign.
For example, British Airways Flight 101 (callsign “Speedbird”), a Boeing 747, would refer to itself as “Speedbird One-Zero-One Heavy” in all ATC communications.
The meaning of aircraft callsigns
Generally, when small aircraft refer to ATC, they are referring to the type of aircraft.
Each type of aircraft has a specific call sign by which air traffic control and other pilots know the approximate size and speed of the calling aircraft.
Even when not communicating with ATC, pilots use their callsigns for the same purposes at airfields without towers.
If no controller is present, pilots blindly announce their location and intentions on a designated frequency for that airport.
Even without the help of a controller, it is a great help to know what type of aircraft the pilot is looking for.
When a pilot is waiting to take off in an uncontrolled field and he hears the call, “Field traffic, Learjet four-five Alpha on a one-mile final,” he knows he must restrain himself.
It only takes a Learjet a few seconds to cover a mile as approach speeds in these aircraft are well over 130 knots.
But when you hear the same call from another aircraft, for example, “Field Traffic, Skyhawk six-nine on a one-mile final for runway 09,” you know that aircraft has been taking quite a while to clear the runway since then reach Cessna approach speed is probably 65 knots or less.
This helps pilots know which plane is which at busy airports.
Airlines usually operate at large airports, where a callsign like “Boeing” or “Airbus” wouldn’t be very meaningful at all.
Additionally, airlines use their flight numbers instead of their tail number to communicate with air traffic control.
The aircraft type and registration numbers are always placed on the flight plan. So if this information is relevant in any way, the controller can quickly look it up.
By using the flight number, airlines can easily make equipment changes if necessary.
The point is that other pilots can learn a lot about the other planes in the sky just from an airplane’s callsign.
Therefore, aircraft can add descriptive notes for other pilots to hear.
aircraft weight classes
Airplanes are categorized by their maximum takeoff weight.
Small aircraft that have a takeoff weight of less than 12,500 pounds.
Medium aircraft weigh from 12,501 to 41,000 pounds.
Large aircraft weight between 41,000 and 300,000 pounds.
Heavy aircraft have an MTOW of at least 300,000 pounds.
Editorial team Antonov AN-225 Mriya, the largest “super” aircraft in service.
There are only two types of “super” aircraft, the Airbus A380 and the largest aircraft of all, the Antonov An-225 cargo plane.
Both aircraft have takeoff weights well over 1 million pounds!
In terms of weight alone, the Boeing 757 is not a “heavy” aircraft.
But this design creates an unusual amount of wake turbulence.
To maintain safe separation from other aircraft, B757s must also use the “Heavy” callout.
Editors The Boeing 757 is considered “heavy” because it generates more wake turbulence than other large aircraft.
“Heavy” and “Super” aircraft pilots must indicate their category at the end of their call sign.
This helps ATC and reminds everyone that these aircraft take up more space than other categories.
The dangers of wake turbulence
When the wing of an airplane moves through the air, it creates a wake behind it, just like the wake of a boat moving through water.
And just as some boats produce larger wakes than others due to design and speed differences, the wake behind airplanes changes during different phases of flight.
A spiral-shaped turbulence of the air that occurs at the wing tip is explicitly referred to as a wake vortex.
As the area of relatively higher air pressure under the wing tries to equalize with the lower pressure above near the wingtips, it adopts a helical motion toward the aircraft.
Wake turbulence is the result of any flying machine creating lift.
Helicopters also generate dangerous wake turbulence.
When hovering, the wake turbulence surrounds the helicopter.
In forward flight, the wake turbulence pulls behind the helicopter like an airplane.
It should be noted that wake vortices are not the result of the aircraft’s engine.
Jets create a powerful jet that is very dangerous for nearby aircraft on the ground.
But this turbulence is short-lived and stays close to the plane, generally much closer to another plane in flight than anyone ever would.
The danger for following aircraft lies in the spiral vortex of the wake turbulence.
If an aircraft unknowingly enters the vortex, it will induce a much greater roll than the aircraft’s flight controls can correct.
A smaller aircraft caught in the wake turbulence of a larger aircraft will likely fly upside down!
The most dangerous phase of flight for this is of course during takeoff and landing.
At ground level, the roll caused by wake turbulence can overturn a small aircraft and crash it to the ground.
Understanding wake turbulence and how to avoid it is an extremely important part of all pilot training.
An aircraft always generates stronger wake turbulence when it is operated at higher angles of attack.
Pilots often find that the most extreme wake turbulence occurs behind aircraft that operate heavily, cleanly, and slowly.
For more information on wake turbulence and its effects, see the FAA’s Aircraft Wake Turbulence Advisory Circular.
To see how wake vortices can affect even the largest aircraft, look at what happened aboard a Qantas A380 that landed just behind a sister ship.
Minimum distances by air traffic control
Air traffic controllers also know the importance of keeping planes far enough apart so their wake vortices don’t interfere with each other.
The primary way they do this is based on their weight classes.
Below is a table prepared by the FAA showing how many miles of separation is required between aircraft of different categories.
This is used by radar controllers who are required to maintain separation.
Sometimes the separation can be reduced if the controller gives the trailing pilot the warning “caution, towing turbulence”.
1. Separation applies to aircraft operating directly behind a Super or Heavy at the same altitude or less than 1,000 feet below and to small aircraft operating directly behind a B757 at the same altitude or less than 500 feet below:
2. Separation is also granted to small aircraft, measured at the time the preceding aircraft crosses the landing threshold:
At airports, air traffic controllers schedule takeoffs and landings based on elapsed time rather than nautical miles.
If time is running out, a controller can issue a take-off or landing clearance with the note “Caution, wake turbulence”.
It is then up to the pilot to identify a path that leads to a safe takeoff and departure or approach and landing.
The true purpose of “Heavy” and “Super” callsigns
The larger and heavier an airplane is, the more dangerous its wake turbulence is.
Because of this, Heavy and Super aircraft are required to announce their size on the radio for two reasons.
First, this reminds air traffic controllers of exactly what the plane looks like and how much space they need to give it.
All planes look the same on a radar screen.
Finally, with each call, the announcement serves as a warning to other pilots who may be flying in the same area.
When a pilot hears a heavy or superplane landing in front of them or taking off from a runway, they know they need to give it a wide berth.
Share on Facebook
Share on Facebook
Share on Pinterest
Share on Pinterest
Share on WhatsApp
Share on WhatsApp
Related PostsWhat Is A Kit Airplane9 Of The Best Push Pull Airplanes EverWhat Is A Hush Kit
Airline commercial pilot.