Heavy aircraft
07-24-2008, 04:34 PM
#42
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Joined APC: May 2006
Position: 737 CA
Posts: 2,575
Originally Posted by aa73
Oh, I know performance-wise it is no problem. I'm just quoting the pax feedback - narrowbodies across the pond blows chunks!
73
73
Last edited by Ottopilot; 07-24-2008 at 05:05 PM.
07-24-2008, 06:18 PM
#43
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Thread Starter
Joined APC: Feb 2006
Posts: 292
Originally Posted by aa73
Not true... we regularly fly 2-digit call signs to Europe. The only requirement is to pronounce the numbers separately rather then together... as in, "American Four-Four" instead of "American Forty Four." This pretty much applies worldwide except in the US.
73
73
07-24-2008, 07:00 PM
#44
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Joined APC: Jul 2006
Posts: 2,892
Originally Posted by Packer Backer
So on your flight plan it isn't filed as AA0044? What do you put in for your mode S?
73
07-25-2008, 11:25 AM
#46
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Joined APC: May 2006
Position: 737 CA
Posts: 2,575
Originally Posted by aa73
YOU try telling 'em that!
I catch your drift.... it's all the same up front.
73
I catch your drift.... it's all the same up front.
73
07-25-2008, 11:54 AM
#47
Nice lookin' tree, there!
Joined APC: Sep 2006
Position: MD-11, old man
Posts: 2,198
Originally Posted by Packer Backer
Ok, so where can I find these requirements? They don't seem to be in any of the materials I have read. Also since the Europeans require a 4 digit flight number, what do you do if your callsign has a zero in front (eg UPS 0123). Do you say the zero, or not?
fbh
07-25-2008, 12:10 PM
#48
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Joined APC: Jun 2007
Position: 757/767
Posts: 890
Originally Posted by Ottopilot
As a passenger I don't care about narrow or wide, I care about first class over coach. I hate long flights in coach. Of course, at CAL the crew rest seat is in coach (when first is full). It sucks.
07-25-2008, 02:07 PM
#49
Nice lookin' tree, there!
Joined APC: Sep 2006
Position: MD-11, old man
Posts: 2,198
Originally Posted by Ottopilot
As a passenger I don't care about narrow or wide, I care about first class over coach. I hate long flights in coach. Of course, at CAL the crew rest seat is in coach (when first is full). It sucks.
A sleeping bag in the galley would be more comfortable! I bet that would get managements attention
fbh
07-25-2008, 09:56 PM
#50
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Joined APC: Sep 2006
Posts: 24
Originally Posted by Packer Backer
Ok so we've established the requirement for the term "heavy" in communication with ATC approach, tower and ground. But is there any requirement for Canada? I've heard rumor that it is required on initial call up when talking to center. Any truth to this?
Thanks for all the other references.
Thanks for all the other references.
You are correct on the use of "heavy" in Candian airspace. Here is the Canadian gouge:
COM - 5.0 RADIO COMMUNICATIONS
5.8.1 Civil Aircraft
In radio communications, the registration letters of an aircraft call sign must be expressed in phonetics at all times.
The word “heavy” is used to indicate an aircraft capable of a takeoff weight of 300,000 lbs or more.
After communication has been established and when no likelihood of confusion, the word “heavy” may be omitted and call signs may be abbreviated.
--------
And this from AIM (may cause some to confuse all 757s with "heavies"):
7-3-9. Air Traffic Wake Turbulence Separations
a. Because of the possible effects of wake
turbulence, controllers are required to apply no less
than specified minimum separation for aircraft
operating behind a heavy jet and, in certain instances,
behind large nonheavy aircraft (i.e., B757 aircraft).
1. Separation is applied to aircraft operating
directly behind a heavy/B757 jet at the same altitude
or less than 1,000 feet below:
(a) Heavy jet behind heavy jet-4 miles.
(b) Large/heavy behind B757 - 4 miles.
(c) Small behind B757 - 5 miles.
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