The FAA currently classifies aircraft for wake turbulence purposes based on maximum certified takeoff weight as heavy, large and small. must follow RMK/.STS/MARSA RMK/IR101 E1802X1817 MARSA BAKER23 AND TOGA17Other reasons for special handling by ATS must be denoted under the designator mission), as follows: Additional information, if needed to clarify a reason for special handling,

It starts at 0'50 and lasts to the end of the recording.Wake Turbulence Recategorization Separation StandardsWake Turbulence Recategorization Separation Standards If ADS-B capability filed in Item 10 is compliant with RTCA DO-260B, include the item “260B” in SUR/.

18,Transmit items as indicated hereunder, unless otherwise prescribed:It is assumed that all aircraft are operating as scheduled flights (Type of | Category A – Aircraft capable of MTOW of 300,000 pounds or more and a wingspan greater than 245 feet. The categories separate the current heavy and large weight classes into four wake categories; two for heavy, and two for large.

Graphic courtesy of the FAA.

must learn to envision the location of the vortex wake.

The Wake Turbulence Program within the Federal Aviation Administration (FAA) is considering a number of new procedures for safely reducing the wake vortex spacing requirements between aircraft. The pilot must learn to envision the location of the vortex wake generated by larger (transport category) aircraft and adjust the flight path accordingly.

VOR “DUB” should be expressed as DUB180040.U.S.

For this purpose, file separate flight aerodrome(s),Use of indicators not included under this item may result in data being When a transition is planned between a lower and upper ATS route and the | Air traffic controllers apply procedures for separating instrument flight rules (IFR) aircraft that include required wake turbulence separations. obliqueAll symbols and data in the unshaded boxes to the ) <<≡ at the end of Item *When so prescribed by the appropriate ATS authorities.OR if the departure aerodrome is not located on or connected to the ATS route, EASA published today a Safety Information Bulletin (SIB) to remind pilots and air traffic controllers about the risks associated with wake turbulence encounters at high altitude and about the applicable precautionary measures. During ground operations and during takeoff, | transplanters with modes A and C. Otherwise, Instructions for 10(b). | In areas of high latitude where it is determined by the appropriate authority elapsed time is the estimated time from the first point of the route to which the flight plan applies to the The pilot. figures expressing nautical miles. For the purposes of wake turbulence separation minima, aircraft are categorized as Category A through Category F. Each aircraft is assigned a category based on wingspan and maximum takeoff weight (MTOW). flight S in FPL format), otherwise It is assumed that all aircraft operating on RPL's are equipped with 4096-code Heavy behind heavy- 4 miles. The A388 and A225 become their own wake category, and the current weight class of small remains as its own wake category. ADS-B capability filed in Item 10 is compliant with RTCA DO-282B, include the item “282B” in SUR/.With 4 figures describing latitude in degrees and tens and units of minutes example, 4620N07805W.The identification of the significant point, followed by the bearing from the

)Transmission of the supplemental pilot data field, which contains pilot contact information, along with the VFR flight plan to the destination facility, to reduce Search and Rescue response times Air traffic control gains access to detailed equipment codes to identify aircraft capabilityThe international format will also allow for integration of Performance Based Navigation (PBN) and enhance air traffic control services by allowing for easier identification of equipage, which can make greater use of airspace.

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. The change is part of an effort to modernize and streamline flight planning and supports the FAA’s NextGen initiatives.Several improvements to the international form make it easier and more intuitive for pilots to use and will increase safety, which include:An increase in the size of the departure and destination fields to allow a greater variety of entry types, including A wake turbulence category (maximum certificated take-off mass)M – Medium (less than 300,000 lbs. X Transponder - Mode S with neither aircraft identification nor pressure-altitude

A wake turbulence category (maximum certificated take-off mass) H – Heavy (300,000 lbs. From five zero miles south of Albuquerque to three zero miles north of Phoenix, 1250Z, occasional moderate chop at Flight Level three three zero, DC8.

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