RECAT-3 will further enhance the pair-wise separation of RECAT-2 by incorporating meteorological data from ground and airborne sensors to identify when separation standards could or should be further refined. 0 RECAT-EU has not yet been adopted in regulations. The amount of separation required is determined by collision avoidance, wake turbulence, and other issues. The two ICAO ’Medium’ and ’Heavy’ categories have each been divided into ‘Upper’ and ‘Lower’. 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. A few years after the introduction of the Boeing 757 (a medium aircraft), the wake turbulence standards were modified to provide greater protection for light following aircraft (Figure 2b).The initial wake strength of any aircraft can be calculated theoretically from aerodynamic principles. endstream endobj 1691 0 obj <>/Metadata 71 0 R/OCProperties<>/OCGs[1702 0 R]>>/Outlines 79 0 R/PageLayout/SinglePage/Pages 1684 0 R/StructTreeRoot 126 0 R/Type/Catalog>> endobj 1692 0 obj <>/ExtGState<>/Font<>/Properties<>/XObject<>>>/Rotate 0/StructParents 0/Tabs/S/Type/Page>> endobj 1693 0 obj <>stream endstream endobj startxref The resulting categorisation is as follows: This is one reason why, for take-off and landing, all passengers and crew are seated and belted. 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. Aviation safety is a fundamental concern for all stakeholders. Severity ranges from minimal (5) through increasing levels of loss of control (4 to 2) to actual harm (1). Although this will require an appropriate software application to implement, it is envisioned that it will result in a tool that covers as much as 95% of the potential leader/follower pairs for existing aircraft types and will provide the controller with the optimum separation for each pair. It provides a matrix of 10,000 pairs of aircraft separations, but the aim is to extend this to all aircraft when data becomes available. It is more difficult to violently accelerate larger aircraft because of their greater mass, among other reasons. RECAT-EU is supported by a comprehensive safety case, based on a quantified pair-wise wake turbulence risk assessment, and reviewed during Stakeholders consultation over 9-month period. %PDF-1.5 %���� 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. Special separation standards of 6NM, 7NM and 8NM for a Heavy, Medium and Light respectively following a Under the RECAT programme, the required separation is as depicted in the following table. Under standard ICAO criteria, wake turbulence separation, for arrival or departure, can be charted as follows: Since the implementation of RECAT, UPS has been able to schedule more aircraft in their peak operating hours. SAFO 12007, Recategorization (RECAT) of Federal Aviation Administration (FAA) Wake Turbulence Author: AFS-400 Subject: This SAFO advises airplane operators of changes to the current FAA wake turbulence separation categories at MEM, effective 0600 CDT \(1100Z\), November 1, 2012. Wake turbulence risk assessment will be fundamental to delivering these programs safely.This article was written by Dr. Tim Fowler, Senior Principal Consultant, DNV GL (London, UK).

In general, heavier aircraft produce stronger wake turbulence and lighter aircraft are more vulnerable. RECAT II, active today, will initially define static pairwise separations, to the nearest 0.1 nautical miles, for the most common aircraft at major airports. Today we know much more about wake vortex behavior due to the availability of measured data and a better understanding of the physical processes involved in the generation, life-span and decay of wake vortices.In the light of this new knowledge, it is clear that the original ICAO wake turbulence categorization scheme (Heavy, Medium, Light) developed some 40 years ago, results AN-Conf/12-WP/41 - 4 - 3.4 RECAT Phase 2 preparation is a -term project that will be supported by SESAR and medium NextGen. If following aircraft are not sufficiently separated from the wake of the preceding aircraft, the turbulence could be sufficiently strong enough to result in violent aircraft accelerations. However, it can be implemented as a six-category system similar to RECAT I, for example by bespoke local aircraft categorization such that capacity for the local airport traffic mix is maximized. endstream endobj 1694 0 obj <>stream Wake is also transported laterally in the wind field and tends to sink vertically. All aircraft types certificated prior to 01 January 2013 have been assigned to one of the new categories, with examples provided in the table below: However, care must be taken to stay upwind (or otherwise away) from any vortices that were generated by the previous aircraft.FAA has continued development of RECAT.