Does anyone know if the FAA rule requiring B757's to be referenced as Heavy (Due to wake turbulence) been changed? Reading the rule it does appear the exception for the B757 is no longer there, although the separation requirements for wake turbulence haven't changed. I listened to a LIVE ATC recording of one, and they also didn't refer to it as a heavy.ThanksTom

Does anyone know if the FAA rule requiring B757's to be referenced as Heavy (Due to wake turbulence) been changed? Reading the rule it does appear the exception for the B757 is no longer there, although the separation requirements for wake turbulence haven't changed. I listened to a LIVE ATC recording of one, and they also didn't refer to it as a heavy.ThanksTom

Howdy Tom...it appears you are correct. I just searched the latest copy of the 7110.65 and each reference to "Heavy" aircraft is annotated to separately classify the 757 apart from Heavies thuslyf. Separate IFR/VFR aircraft taking off behind aheavy jet/B757 departure by 2 minutes, whendeparting:As you can see the "Heavy" designator has been removed from the 757, but they are still treated as such. I don't know the reason, but it is clear what you describe has happened.Cheers,Braun

Thanks! I guess I'm going to have to edit all my 757 definitions to remove the Heavy designation.

Thanks! I guess I'm going to have to edit all my 757 definitions to remove the Heavy designation.

Nothing has changed with how 757s are treated. The special separation rules have been there for years. The use of "Heavy" in callsigns is only determined through max gross weight of an aircraft type, so most 757s should never have had the "Heavy" added. But -300s and certain -200s with increased gross weights do have to use the "Heavy" appendage on the radio.

Nothing has changed with how 757s are treated. The special separation rules have been there for years. The use of "Heavy" in callsigns is only determined through max gross weight of an aircraft type, so most 757s should never have had the "Heavy" added. But -300s and certain -200s with increased gross weights do have to use the "Heavy" appendage on the radio.

No the original rule had an exception for the 757, which I set up my AI and User aircraft by."AIRCRAFT WEIGHT CLASSESa. Heavy. Aircraft capable of takeoff weights of more than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight.b. Large. Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to 255,000 pounds.c. Small. Aircraft of 41,000 pounds or less maximum certificated takeoff weight."Any aircraft that is classified as a heavy in this manual must use the word heavy when communicating with air traffic control on or near the airport, with the exception of the Boeing 757, which also must use "heavy". The use of the word "heavy" may be ommitted when an aircraft is operating within the en route envirnoment, aka "center".The last paragraph in the current rule has changed to omit this exception.Edit: I have noticed that even though the Heavy designator isn't used, ATC will notify a trailing aircraft if the aircraft ahead is a 757.

No the original rule had an exception for the 757, which I set up my AI and User aircraft by."AIRCRAFT WEIGHT CLASSESa. Heavy. Aircraft capable of takeoff weights of more than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight.b. Large. Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to 255,000 pounds.c. Small. Aircraft of 41,000 pounds or less maximum certificated takeoff weight."Any aircraft that is classified as a heavy in this manual must use the word heavy when communicating with air traffic control on or near the airport, with the exception of the Boeing 757, which also must use "heavy". The use of the word "heavy" may be ommitted when an aircraft is operating within the en route envirnoment, aka "center".The last paragraph in the current rule has changed to omit this exception.

Nobody calls themselves a Heavy in a 757 except for the two exceptions. And it has been like that for years, and for at least a decade, according to the oldest AIM I have on the shelf. Whatever you were looking at that caused you to think all 757s are Heavy must have only been in the books for a brief time, a long long time ago.

Nobody calls themselves a Heavy in a 757 except for the two exceptions. And it has been like that for years, and for at least a decade, according to the oldest AIM I have on the shelf. Whatever you were looking at that caused you to think all 757s are Heavy must have only been in the books for a brief time, a long long time ago.

As you say some 752's now qualify as Heavy's, do to airline modifications giving them a MTOW over 255,000lbs (255,500). I was reading a thread in the liveATC.net forum, which a few Air Traffic Controllers have posted to and it appears (At least as of July 09) this has caused a problem as the ARTS system isn't properly identifying these aircraft as heavies to controllers, so some controllers will ask 752 flights if they are a heavy, but some just treat all 752's as heavy's just to be safe, especially AAL flights..

As you say some 752's now qualify as Heavy's, do to airline modifications giving them a MTOW over 255,000lbs (255,500). I was reading a thread in the liveATC.net forum, which a few Air Traffic Controllers have posted to and it appears (At least as of July 09) this has caused a problem as the ARTS system isn't properly identifying these aircraft as heavies to controllers, so some controllers will ask 752 flights if they are a heavy, but some just treat all 752's as heavy's just to be safe, especially AAL flights..

The separation standards used with B752s are the same as those of a Heavy, except for the case of a Small aircraft landing behind the B752, in which case it is allowed 1 mile closer than the standard Heavy separation. I can see approach and tower controllers having an issue about not knowing that an arriving B752 is actually an increased gross weight B752 if there is a small aircraft trailing it. If the H in the data tag is somehow hard coded into the aircraft type in the ATC computers and can't be manually added, then the solution is most likely to give the IGW B752s its own identifier, such as B75H, or maybe even B757 since I think that is still available.

No the original rule had an exception for the 757, which I set up my AI and User aircraft by."AIRCRAFT WEIGHT CLASSESa. Heavy. Aircraft capable of takeoff weights of more than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight.b. Large. Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to 255,000 pounds.c. Small. Aircraft of 41,000 pounds or less maximum certificated takeoff weight."Any aircraft that is classified as a heavy in this manual must use the word heavy when communicating with air traffic control on or near the airport, with the exception of the Boeing 757, which also must use "heavy". The use of the word "heavy" may be ommitted when an aircraft is operating within the en route envirnoment, aka "center".The last paragraph in the current rule has changed to omit this exception.Edit: I have noticed that even though the Heavy designator isn't used, ATC will notify a trailing aircraft if the aircraft ahead is a 757.

In the UK aircraft are classified as Heavy, Upper Medium, Lower Medium, Small, and Light. Helicopters are classified as Small, or Light. A distinction is made beween approach and departure. Details are given in http://www.caa.co.uk/docs/33/CAP493Part1adv.pdfSection 8 deals with separation in generalsection 9 deals with Wake Turbulence Separation RequirementsAppendix B gives the categorisation