To put this more generally, an aircraft is usually safer if it is airborne before the rotation point of the airplane that took off before it. continué à effectuer l'approche d'une manière qui les a sans aucun douteTo determine the candidate's ability to safely take off from a short field, using the correct procedure and technique for the actual or simulated wind conditions, runway length and obstacles to be cleared, and to assess the possibility of furtherDéterminer si le candidat peut effectuer un décollage sur un terrain court en toute sécurité en utilisant la procédure et la technique appropriée en fonction du vent, de l'état de la surface et de la longueur de la piste (conditions réelles ou simulées), tout en tenant compte des risques éventuels deprécisaient que les contrôleurs pouvaient augmenter l'espacement et émettre des The resulting categorisation is as follows: EUROCONTROL plans to move beyond RECAT-EU onto a more granular separation matrix, whereby precise separations for each of an initial 115 common commercial aircraft are defined by model in a 'Pair Wise Separation' (PWS) system. The pilot-in-command shall be responsible for ensuring that the spacing from preceding aircraft of a heavier wake turbulence category is acceptable.

The FAA used RECAT Phase II is a continuation of the RECAT program that focuses on a larger variety of aircraft (123 ICAO type designators that make up more than 99% of US air traffic movements based on 32 US airports), as opposed to the 61 aircraft comprising 85% of operations from 5 US and 3 European airports that were used in RECAT Phase I. The ICAO categorisation of aircraft into three weight dependent groups has, for some time, been considered inadequate by many After years of extensive, collaborative research between EUROCONTROL, the FAA, their research facilities and the aviation industry, the experts concluded that the required separation between certain aircraft could be safely decreased.

11. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes. Following approval by the European Aviation Safety Agency (EASA), RECAT-EU is to be initially deployed at Paris Charles de Gaulle airport by end-2015.RECAT-EU for both arrivals and departures was successfully deployed by NATS at London Heathrow Airport in March 2018. The FAA uses a similar system, though with different weights: Currently, ICAO recognizes two methods of measurement, sound tomography, and a high-resolution technique is Wake turbulence can occasionally, under the right conditions, be heard by ground observers.A subtle rustling and cracking sound caused by the wake vortices after airplane flyover. Under standard ICAO criteria, wake turbulence separation, for arrival or departure, can be charted as follows: Air from below the wing is drawn around the wingtip into the region above the wing by the lower pressure above the wing, causing a vortex to trail from each wingtip.
Among other factors, the size of the vortex is proportional to the span of the aircraft which generates it. A Medium-category jet aircraft at FL360 encounters wake turbulence from a Heavy-category type aircraft descending 8 Nm ahead from FL380 through the same level. The pilot-in-command shall be responsible for ensuring that the spacing from preceding aircraft of a heavier wake turbulence category is acceptable. The recategorization of wake turbulence standards is allowing aircraft to safely take-off and land closer to each other, leading to increased capacity and flight efficiency at many airports across the country. Consolidated Wake Turbulence (CWT) Separation Standards Type Order Date Issued August 28, 2019 Responsible Office AJV-8, Air Traffic Procedures Access Restriction Public Description This order provides procedural guidance to FAA Order JO 7110.65, Air Traffic Control, related to the use of Consolidated Wake Turbulence procedures and separation minima Content.



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