Pilots and Others in the Aviation Business: Question

[Bill]

Why is it some flights are referred to as "heavy."


You hear this a lot when tapes of air traffic controllers and pilots are made public.

"Roger ACME 2187 Heavy, blah blah blah."

What does heavy refer to? Does it mean the plane hasn't burned off much fuel yet?

[DJ_Critterus]

What does heavy mean in aviation? - YouTube

[mrvette]

Originally Posted by DJ_Critterus

What does heavy mean in aviation? - YouTube

With a name like that, he don't need be flying any damn airplane.....nuff said.....

[69camfrk]

Heavy just describes the type and weight of aircraft. A heavy is considered anything from a larger passenger plane, transport, or etc on up. Light aircraft are just that, single engine, Lear jets, etc. Heavy's are say 737's, larger passenger planes (CRJ's) on up respectfully. A C-17 would be a heavy, and designated as that to ATC. When you talk to ATC, you would say something (tail number) as "4327P heavy".

[Bill]

Originally Posted by dwjz06

Heavy with people? I think that is how they refer to commercial airliners. Just a guess.

Watch the video. I didn't know either. Big planes create more turbulence, 'wingtip vortexes,' so calling your flight 'heavy' is a gentle warning to those behind you to give you more distance, especially near the airport where planes are taking off and landing.

Good video posted by DJ.

[Old Ben]

The FAA requires any aircraft with a maximum takeoff weight in excess of 300,000lbs to use the term “heavy.” This includes Boeing 747, 767, 777, and 787 aircraft. Airbus A300, A310, A330, A340, and A350 aircraft must also use this term.

[69camfrk]

Originally Posted by bill_daniels

Watch the video. I didn't know either. Big planes create more turbulence, 'wingtip vortexes,' so calling your flight 'heavy' is a gentle warning to those behind you to give you more distance, especially near the airport where planes are taking off and landing.

Good video posted by DJ.

Generally, the only time you have to worry about wake turbulence is on the runway. There is a time limit before a light aircraft can take off behind a heavy due to that turbulence. The turbulence sinks, and will do crazy things to small aircraft.

I have been corrected. See below posts...

[ZipZap]

Originally Posted by 69camfrk

Generally, the only time you have to worry about wake turbulence is on the runway.

Wait, what?

The rules if you're flying behind a heavy:

1) Higher approach and touch down further down the runway.
2) Shorter takeoff roll and steeper climb out.

Vortices sink, and although they are produced while on the runway if the aircraft is producing lift, the real risk is once you are in the air.

[ZipZap]

Originally Posted by 69camfrk

Heavy just describes the type and weight of aircraft. A heavy is considered anything from a larger passenger plane, transport, or etc on up. Light aircraft are just that, single engine, Lear jets, etc. Heavy's are say 737's, larger passenger planes (CRJ's) on up respectfully. A C-17 would be a heavy, and designated as that to ATC. When you talk to ATC, you would say something (tail number) as "4327P heavy".

737's and CRJ's are definitely not "Heavy's".

[69camfrk]

Originally Posted by ZipZap

737's and CRJ's are definitely not "Heavy's".

Yup, you are right. I figured both the ones I mentioned would be considered "heavies". Should have done my research. The only time I ever worried about wake turbulence was when taking off behind a heavy. Otherwise, I was never close enough to them for it to make any difference, and with the exception of in flight refueling, no heavy would be close enough to another for it to be an issue. Hard to believe the 737 didn't qualify though.

[ZipZap]

Originally Posted by 69camfrk

Yup, you are right. I figured both the ones I mentioned would be considered "heavies". Should have done my research. The only time I ever worried about wake turbulence was when taking off behind a heavy. Otherwise, I was never close enough to them for it to make any difference, and with the exception of in flight refueling, no heavy would be close enough to another for it to be an issue. Hard to believe the 737 didn't qualify though.

In refueling, the receiver is always below the turbulence by design. If flying a tanker cell, the trails are always 500' higher and a mile behind the a/c ahead of them