wait times behind a 757 for different a/c

aviategw

aviategw

Well-Known Member
I call myself searching for this in case it has been discussed earlier, but no success.

Question: How long are you supposed to wait to take off and land if you are behind a 757? Wake turbulence question. I know that there are different times based off of the size of the a/c that you are flying, and I know that they are in the 3-5 minute time frame, but I can't seem to find any specifics.

Any info?
 
There's no mandatory wait time...you can always request as long a wait as you like! There's also nothing that says that you have to wait at all, either. If you're light and can lift off before his liftoff point AND climb above his flight path (not hard for the first 3/4 mile or so, at least) before turning, you can make an immediate departure.

If you are unsure about either one of those, then request the wait!
 
A 757 technically isn't a Heavy, so those seperation rules don't apply, although I've heard the 757 has a pretty mean wake for its weight. I've heard of a 737 on approach behind a 757 getting 30 deg of unwanted roll from the wake. If it can do that to a 737, imagine trying it in a GA aircraft, best to stay away!

Here's an interesting fact, an aircraft displaces roughly 5 times it's own weight in air every second, so for a 200 ton aircraft, it's moving 1000 tons of air every second! Puts a whole new light on wake turbulance doesn't it?
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Actually a 757 is designated as a "heavy". I hear the term used from time to time. Since the designation is rather new not all controlers use the term as frequently as they would use it on say a 777,767 or 747.


Matthew
 
You might think i'm crazy but I've heard one 757 called "heavy" and another one not called "heavy"
 
[ QUOTE ]
You might think i'm crazy but I've heard one 757 called "heavy" and another one not called "heavy"

[/ QUOTE ]

Most 757-200's are non-heavy (I think ATA have some that exceed 255K) and all 757-300's are called heavies. The 757-200 comes close to the 255,000 MTOW designation for using "heavy" in the call sign. If memory serves me right, the 757-200 is around 250,000lbs MTOW. All 753's exceed 255,000lb MTOW capability and are so designated "Heavy" in the call sign.

Heavy or not, the 757 has been know to produce some wicked wake turbulence due to it's wing design. Don't assume you can out climb it..you can't. Don't assume the arriving 757 is on glide path all the way down..it may not be. Give yourself plenty of room on final and give yourself 2-3 minutes prior to departure. Watch out when landing with a slight quartering tailwind even when at the recommended distances behind a 757.
 
I believe the 757 is called "heavy" by ATC for wake turbulence. It's a result the investigation of the Citation that crashed in BIL behind a UPS 757. Though the 757 doesn't meet the weight requirement to be a heavy, it's supposed to be called a heavy by ATC.

Supposedly, the 757 has some wicked wakes. Look out if you're behind one. I thought I was supposed to say "heavy" with my UPS call sign but I noticed ATC often doesn't care. They often don't bother when I'm a 767, either. But they do seem to pay attention to wake seperation ref other aircraft before takeoff.
 
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I thought I was supposed to say "heavy" with my UPS call sign but I noticed ATC often doesn't care.

[/ QUOTE ]

You are when flying the 767 but not our 757's.

I only care about someone saying, "heavy" while in appraoch or departure phase of flight, not the enroute phase. Initial calls to enroute centers I'll use "heavy" with my callsign but then usually drop it with subsequent responses. When talking to approach or departure controllers I'll always try to remember to use "heavy" mostly for the benefit of others who have to follow me.
 
Not only does the 757 have a nasty wake, that 737-800 will rock your world too. I was a little fast behind an -800 on approach into SLC a few months back and it certainly caught my attention!
 
From the AIM...

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.

So. I think ATC considers the 757 a "heavy" even though it's not above the 255K MTOW limit. But, I couldn't find any references that I'm supposed to say "heavy" with my call sign.
 
Oh yeah, I think I remember reading that section before too, forgot about that, so there you go a (sometimes) technically non heavy aircraft classed as a heavy because of the massive wake it makes.
 
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Most 757-200's are non-heavy (I think ATA have some that exceed 255K)

[/ QUOTE ] How come ATA has some that are over 255K but others are under 255K?
 
I believe (disclaimer) that the ATA 757 are charters, and are full with ecconomy seats, increasing their MTOW. I am not sure if this is a) true b) if they had to get them certified with increase weight on take off climb data, etc.
 
[ QUOTE ]
I believe (disclaimer) that the ATA 757 are charters, and are full with ecconomy seats, increasing their MTOW. I am not sure if this is a) true b) if they had to get them certified with increase weight on take off climb data, etc.

[/ QUOTE ] according to the ATA website, they use the 752 and 753 for charter and regular passenger travel
 
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