RECAT-EU

DOCUMENT INFORMATION
TITLE
"RECAT-EU" European Wake Turbulence Categorisation
and Separation Minima on Approach and Departure
Edition Number: 1.1 Edition Date: 15/07/2015
Abstract
This document presents the European Wake Turbulence Categorisation and Separation
Minima on Approach and Departure “RECAT-EU”, available for operational deployment.
It also provides information about deployment benefits and possible support from
EUROCONTROL to local Stakeholders.

Keywords
RECAT-EU Wake turbulence Runway throughput Runway capacity
Authors
Frédéric Rooseleer, Vincent Treve
Contact(s) Person Email Unit
Paul Adamson [email protected] NMD/NOM/APT

David Phythian [email protected] NMD/NOM/APT

Vincent Treve [email protected] ATM/RDS/APT

Frédéric Rooseleer [email protected] ATM/RDS/APT

STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via
Working Draft General Public Intranet
Draft NMD Stakeholders Extranet
Proposed Issue Restricted Audience Internet (www.eurocontrol.int)
Released Issue

Publications
EUROCONTROL Headquarters
96 Rue de la Fusée
B-1130 BRUSSELS
Tel: +32 (0)2 729 1152
Fax: +32 (0)2 729 5149
E-mail: [email protected]

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DOCUMENT APPROVAL
The following table identifies all management authorities who have successively approved
the present issue of this document.

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CONTENTS
DOCUMENT INFORMATION ......................................................................................... 3

DOCUMENT APPROVAL ............................................................................................... 4

CONTENTS ................................................................................................................... 5

EXECUTIVE SUMMARY ................................................................................................. 6

Chapter 1 Introduction ................................................................................................ 7

Chapter 2 RECAT-EU Solution ...................................................................................... 8

2.1 Project background .....................................................................................................8
2.2 Problems tackled by RECAT-EU.....................................................................................8
2.3 How RECAT-EU works ..................................................................................................9
2.4 RECAT-EU Safety Case ................................................................................................19
2.5 Benefits of RECAT-EU .................................................................................................19

Chapter 3 RECAT-EU Deployment .............................................................................. 20

Appendix A Rationale of RECAT-EU design methodology ......................................... 21

1. Produce a data-driven proposal with traceability of sources ........................................21
2. Develop a logical categorisation and separation minima .............................................21
3. Use a severity metric correlated to encounter test data ...............................................22
4. Use an enhanced wake decay model ..........................................................................22
5. Deliver performance and capacity benefits to Stakeholders .........................................22
6. Feasibility of Approach traffic separation delivery with 6-categories ............................23
7. Build a robust safety case ...........................................................................................23

Appendix B RECAT-EU Safety Case Documentation ................................................... 24

ABBREVIATIONS ........................................................................................................ 25

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EXECUTIVE SUMMARY
This document presents the European wake turbulence categories and separation minima on
approach and departure, “RECAT-EU”, available for operational deployment.
The demand is high for airport capacity and efficiency at some European airports, and in particular for
increased runway throughput.
During recent years, knowledge about wake vortex behaviour in the operational environment has
increased thanks to measured data and improved understanding of physical processes. It is mainly
for this reason that it was possible to revise wake turbulence categorisation and corresponding
separation minima.
The European Organisation for the Safety of Air Navigation (EUROCONTROL), in consultation with its
Stakeholders, has developed a re-categorisation of ICAO wake turbulence longitudinal separation
minima on approach and departure, called “RECAT-EU”.
The RECAT-EU scheme is based on a set of principles, comparing the wake generation and wake
resistance between aircraft types, and splitting ICAO HEAVY and MEDIUM categories into ‘Upper’
(‘Larger’) and ‘Lower’ (‘Smaller’). This split has been based on aircraft type characteristics.
This allows reduction of separation minima for some traffic pairs of aircraft, enabling runway
throughput increase, whilst maintaining acceptable levels of safety.
Safety benefits are also delivered for some smaller aircraft types, by increasing their separation
minima and/or change of category grouping, hence reducing the risk of wake turbulence-induced
accidents for the most vulnerable types.
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.
The European Aviation Safety Agency (EASA) has then conducted a technical review, and, with
complementary analysis and assurance provided by AIRBUS about CAT-A aircraft / A380, confirmed
in a letter to Member States that the safety case report provides the assurance that the RECAT-EU
wake turbulence scheme can be used by States and Air Navigation Service Providers as a basis to
update their current schemes.
RECAT-EU deployment will bring immediate capacity benefits, with additional movements in peak
traffic periods, and / or reduce time to land or depart a traffic sequence. These benefits are expected
to further increase over time as the overall fleet mix is forecasted to evolve towards larger aircraft – a
mitigation for the lack of runway capacity foreseen in EUROCONTROL’s 2013 ‘Challenges to Growth’
study.
RECAT-EU will also provide a more rapid recovery from adverse conditions, helping to reduce the
overall delay and will also enable improvements in ATFM slot compliance through the flexibility
afforded by reduced departure separations.
The cost of RECAT-EU deployment is considered to be moderate, limited to local flight data
processing system changes associated with the new wake vortex categories, and controller training.
Some resources may also have to be dedicated to awareness of flight crews.
The RECAT-EU deployment will necessitate a collaborative approach involving all Stakeholders: Air
Navigation Service Provider, Airport-based Airline(s), Airport Company and Authorities.

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Chapter 1 Introduction

The demand is high for airport capacity and efficiency at some European airports, and in
particular for increased runway throughput from an ANS/ATM perspective.
Runway capacity and efficiency use is often directly linked with the minimum separation
between aircraft. These minima are constrained by ATS surveillance capabilities and wake
turbulence.
During recent years, knowledge about wake vortex behaviour in the operational environment
has increased thanks to recorded data and improved understanding of physical processes. It
is mainly for this reason that it was possible to revise wake turbulence categorisation and
corresponding separation minima to enable optimisation of airport capacity and efficiency
whilst maintaining acceptable levels of safety.
The European Organisation for the Safety of Air Navigation (EUROCONTROL), in
consultation with its Stakeholders, has developed a re-categorisation of ICAO wake
turbulence scheme and associated longitudinal separation minima on approach and
departure, called “RECAT-EU”, to the benefits of Airports and ATM Network Performance
enhancement.

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Chapter 2 RECAT-EU
Solution

2.1 Project background

The AIRBUS A380 marked a milestone in the ATM world, since it meant a new approach for
design of wake turbulence separations. The traditional ICAO provisions were subjected to
revision, as the new A380 overtook the largest passenger aircraft generating greater vortices
than those from the ‘HEAVY’ category.
A European-led A380 ICAO Steering Group was established – with representatives from
EUROCONTROL, EASA, AIRBUS, FAA and ICAO – to evaluate A380 wake turbulence and
to establish recommendations to ICAO for its spacing.
Subsequent to ICAO’s State Letters about separation minima for aircraft following A380,
work was then extended to determine if global wake separation revision was possible.
A first proposal (known as RECAT-1) was reviewed by Stakeholders. Further improvements
were required by European Air Navigation Service Providers in order to enhance capacity
benefits and close some technical questions raised during the consultation.
In parallel, and in close cooperation with EUROCONTROL and EASA, AIRBUS was still
conducting additional flight test for revising the A380 separation.
At this stage, it was agreed with EASA and AIRBUS, that the A380 work would be
incorporated into the wider wake turbulence re-categorisation for Europe (‘RECAT-EU’) using
the AIRBUS flight test as key elements of validation of the proposed metric used for RECAT-
EU.

2.2 Problems tackled by RECAT-EU

A safe separation minimum implies to consider wake vortex generated by an aircraft but also
the wake encounter impact and resistance of the following aircraft on departure or final
approach.
Existing ICAO wake vortex separation rules (based upon the HEAVY, MEDIUM and LIGHT
categorisation) were implemented over 40 years ago and have in some respect become
outdated, resulting in States introducing their own local amendments.

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2.3 How RECAT-EU works

• Concept:
It is a new categorisation of aircraft for the traditional ICAO, whose aim is to safely increase
arrival and/or departure capacity at airports by redefining wake turbulence categories and
their associated separation minimum.

• What is the concept based on?

Today’s ICAO separations are based on certificated Maximum Take Off Mass (MTOM) and
it includes three categories (i.e HEAVY, MEDIUM or LIGHT) allocating all aircraft into one of
them. Because the separations are defined based on the worst case in each category, this
leads to over separation in many instances.

Leader / Follower A380-800 HEAVY MEDIUM LIGHT

A380-800 6 NM 7 NM 8 NM

HEAVY 4 NM 5 NM 6 NM
MTOM ≥ 136 tons

MEDIUM 5 NM
7 tons ≤ MTOM < 136 tons

LIGHT
MTOM < 7 tons

Table 1: ICAO wake turbulence categories and separation minima

Note 1: The Airbus A380-800 (A388), with a maximum take-off mass in the order of 560 000
kg, is the largest passenger aircraft ever entered into revenue service. The aircraft is in the
HEAVY wake turbulence category, which has no defined upper limit. For the A380-800, an
ICAO State guidance released in 2008 recommends an increase in relation to the wake
turbulence separation minima published in the ICAO Doc 4444 PANS-ATM.

Note 2: When a wake turbulence restriction is not required, then separation reverts to radar
separation minimum (MRS):
• as prescribed by ICAO as minimum radar separation (MRS) being 3NM (or 2.5NM under
given conditions described in Doc 4444), or;
• as prescribed by the appropriate ATS authority.

This means that each category may cover a wide range of different sized aircraft, what leads
to over-conservative separations in many cases, and so a loss of runway throughput.

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HEAVY
category:

Figure 1: Comparison of aircraft size between AIRBUS A340-600 and BOEING B767-300 (planform
1
top view)

Both A346 and B763 are in the current ICAO HEAVY category, whilst their wing spans have a
difference of more than 15 metres.
Therefore, they suffer from over-conservative separations when leader.

1
“A340FAMILY2v1.0” by Julien.scavini, used under CC BY / derivative work from original
“B767FAMILYv1.0” by Julien.scavini, used under CC BY / derivative work from original

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4 NM

ICAO
current separations
Safe, but over conservative.

2.5 NM

RECAT-EU separations
Figure 2: Comparison of wake turbulence separation minimum applicable to A340-600
following B767-300 between ICAO and RECAT-EU scheme

It is safe too, and the separation is more efficient.

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MEDIUM
category:

Figure 3: Comparison of aircraft size between AIRBUS A320 and EMBRAER ERJ-145
2
(planform top view)

Both A320 and E145 are in the current ICAO MEDIUM category, whilst their wing spans have
a difference of more than 12 metres.
Therefore, the A320 suffers from over conservative separations when follower.

2
“EMBRAER-ERJv1.0” by Julien.scavini, used under CC BY / derivative work from original
“A32XFAMILYv1.0” by Julien.scavini, used under CC BY / derivative work from original

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5 NM

5 NM

ICAO current separations

Figure 4: ICAO wake turbulence separation minimum applicable to A320 and to ERJ-
145 following A340-600

Safe, but over conservative for A320.

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4 NM

5 NM

RECA
T-EU separations

Figure 5: RECAT-EU wake turbulence separation minimum applicable to A320 and to

ERJ-145 following A340-600

It is safe and the separation is more efficient.

Tackling this problem has brought out a much more precise categorisation in Europe:
RECAT-EU. It divides the current HEAVY and MEDIUM categories into two sub-categories and
creates a new SUPER HEAVY one for the AIRBUS A380.

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The criteria used for categorisation of existing and new aircraft types are respectively
provided in Figure 6.

Figure 6: Categorisation process and criteria for assigning an existing aircraft type into RECAT-EU
scheme

• Aircraft new categories examples:

Figure 7: RECAT-EU wake turbulence categories and example aircraft type assignment

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All certificated aircraft types (as per ICAO designators) before 1ST of January 2013 have
been assigned in RECAT-EU scheme, with examples provided in Table 2.

‘SUPER ’UPPER ‘LOWER ‘UPPER ‘LOWER

‘LIGHT’
HEAVY’ HEAVY’ HEAVY’ MEDIUM’ MEDIUM’

‘CAT-A’ ‘CAT-B’ ‘CAT-C’ ‘CAT-D’ ‘CAT-E’ ‘CAT-F’

A388 A332 A306 A318 AT43 FA10

A124 A333 A30B A319 AT45 FA20
(…) A343 A310 A320 AT72 D328
A345 B703 A321 B712 E120
A346 B752 AN12 B732 BE40
A359 B753 B736 B733 BE45
B744 B762 B737 B734 H25B
B748 B763 B738 B735 JS32
B772 B764 B739 CL60 JS41
B773 B783 C130 CRJ1 LJ35
B77L C135 IL18 CRJ2 LJ60
B77W DC10 MD81 CRJ7 SF34
B788 DC85 MD82 CRJ9 P180
B789 IL76 MD83 DH8D C650
IL96 MD11 MD87 E135 C525
(…) TU22 MD88 E145 C180
TU95 MD90 E170 C152
(…) T204 E175 (…)
TU16 E190
(…) E195
F70
F100
GLF4
RJ85
RJ1H
(…)

Table 2: Example list of aircraft types assigned to RECAT-EU categories (Category names and letters
are indicative)

The separations minima applicable between the RECAT-EU wake turbulence categories are
provided in Table 3 and Table 4.

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RECAT-EU scheme “SUPER “UPPER “LOWER “UPPER “LOWER
“LIGHT”
HEAVY“ HEAVY” HEAVY” MEDIUM” MEDIUM”

Leader / Follower “A” “B” “C” “D” “E” “F”

“SUPER
“A” 3 NM 4 NM 5 NM 5 NM 6 NM 8 NM
HEAVY”

“UPPER
“B” 3 NM 4 NM 4 NM 5 NM 7 NM
HEAVY”

“LOWER
“C” (*) 3 NM 3 NM 4 NM 6 NM
HEAVY”

“UPPER
“D” 5 NM
MEDIUM”

“LOWER
“E” 4 NM
MEDIUM”

“LIGHT” “F” 3 NM

Table 3: RECAT-EU WT distance-based separation minima on approach and departure

(*) means minimum radar separation (MRS), set at 2.5 NM, is applicable as per current ICAO
doc 4444 provisions.

RECAT-EU scheme “SUPER “UPPER “LOWER “UPPER “LOWER

“LIGHT”
HEAVY“ HEAVY” HEAVY” MEDIUM” MEDIUM”

Leader / Follower “A” “B” “C” “D” “E” “F”

“SUPER
“A” 100s 120s 140s 160s 180s
HEAVY”

“UPPER
“B” 100s 120s 140s
HEAVY”

“LOWER
“C” 80s 100s 120s
HEAVY”

“UPPER
“D” 120s
MEDIUM”

“LOWER
“E” 100s
MEDIUM”

“LIGHT” “F” 80s

Table 4: RECAT-EU WT time-based separation minima on departure

It remains optional to locally deploy part of the RECAT-EU scheme, or apply larger
separation minima than proposed ones, or opt for a progressive application.

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The Table 5 presents the delta variations in WT distance-based separation minima between
categories when compared to reference ICAO reference scheme. The figures provided
between brackets correspond to a MRS of 2.5 Nm as reference.

“SUPER “UPPER “LOWER “UPPER “LOWER

Follower “LIGHT”
HEAVY“ HEAVY” HEAVY” MEDIUM” MEDIUM”
Leader
“A” “B” “C” “D” “E” “F”

“SUPER HEAVY” “A” (+0.5 NM) -2 NM -1 NM -2 NM -1 NM

“UPPER HEAVY” “B” -1 NM -1 NM +1NM

-1 (-1.5)
“LOWER HEAVY” “C” -1 NM -2 NM -1 NM
NM

“UPPER MEDIUM” “D”

“LOWER MEDIUM” “E” -1 NM

(+ 0.5
“LIGHT” “F”
NM)

Table 5: Difference in WT separation minima on approach between reference ICAO

and RECAT-EU schemes (full proposal)

The Table 6 presents an overview of the delta variations in WT time-based separation

minima between categories when compared to reference ICAO reference scheme.

“SUPER “UPPER “LOWER “UPPER “LOWER

“LIGHT”
Follower HEAVY“ HEAVY” HEAVY” MEDIUM” MEDIUM”

Leader “A” “B” “C” “D” “E” “F”

“SUPER HEAVY” “A” -20s -40s -20s

“UPPER HEAVY” “B” -20s +20s

“LOWER HEAVY” “C” -40s -20s

“UPPER MEDIUM” “D”

“LOWER MEDIUM” “E” -20s

“LIGHT” “F” +20s

Table 6: Difference in WT separation minima on departure between reference ICAO and

RECAT-EU schemes (full proposal)

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2.4 RECAT-EU Safety Case
A safety case has been prepared by EUROCONTROL and reviewed during Stakeholders
Consultation over 9 months. A detailed quantified wake turbulence risk assessment has been
developed based on more than 100,000 wake measurements.
The rationale of RECAT-EU methodology is presented in Appendix A, and the main pieces of
documentation is listed in Appendix B.
In October 2014, following a technical review, EASA confirmed in a letter that the safety case
report provides the assurance that the RECAT-EU wake turbulence separation scheme can
be used by Member States as a basis to update current schemes.

2.5 Benefits of RECAT-EU

ATS can expect immediate benefits from RECAT-EU deployment in terms of runway
capacity (increased throughput) and operational efficiency:

• The runway throughput benefits can reach 5% or more during peak periods
depending on individual airport traffic mix

• For an equivalent throughput, RECAT-EU also allows a reduction of the overall flight
time for an arrival or departure sequence of traffic, and this is beneficial to the whole
traffic sequence. This may offer more flexibility for the Controllers to manage the
traffic.

• RECAT-EU will also enable more rapid recovery from adverse conditions, helping to
reduce the overall delay and will also enable improvements in ATFM slot compliance
through the flexibility afforded by reduced departure separations

• The gain in capacity could even increase further by 2020 due to evolution of traffic
mix. Indeed, the benefits are expected to further increase over time as the overall
fleet mix is forecasted to evolve towards larger aircraft, a mitigation for the lack of
runway capacity foreseen in EUROCONTROL’s 2013 ‘Challenges to Growth’ study.

Figure 8: Arrival throughput increase enabled by RECAT-EU with predicted 2017 traffic mix during
morning peak period

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Chapter 3 RECAT-EU
Deployment

The RECAT-EU scheme may be applied in full or in part, to update or replace the current
wake separation scheme applied locally.
The operational use of RECAT-EU scheme will require limited changes to the ATM functional
system. These changes must be subject to a local safety assessment.

Does it require deployment of new technologies (e.g., tools)?

No. RECAT-EU will mean a minimum system update, as it only requires updating local flight
plan in the strip, adaptations to the Approach and Tower traffic surveillance display with new
wake turbulence category designations, and publications of new applicable minima.
ATCO will need to be trained to work with the six categories, and this can be conducted by
use of ATC simulations.
Flight Crew must be made aware and briefed on the local change.
Regarding phraseology for ATC call, no change is needed since ICAO “HEAVY” types remain
“HEAVY” in RECAT-EU.
On this basis, the cost of RECAT-EU deployment is therefore considered to be moderate,
limited to local flight data processing system changes associated with the new wake vortex
categories and controller training. Some resources may also have to be dedicated to
awareness of flight crews.
The RECAT-EU deployment will necessitate a collaborative approach involving all
Stakeholders: Air Navigation Service Provider, Airport-based Airline(s), Airport Company and
Authorities.
EUROCONTROL promotes and recommends the deployment of RECAT-EU as a solution to
enhance the Airport throughput performance, which contributes to the ATM Network
Performance.
EUROCONTROL will support deployment of RECAT-EU at Airports, with the following
proposed contribution:
Present RECAT-EU solution and safety case to local Stakeholders (Airlines,
Pilots, ANSP, Airport, Authorities);

Facilitate RECAT-EU ATC application (e.g. with material on RECAT-EU);

Advise and provide guidance for local safety case development.

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Appendix A Rationale of
RECAT-EU design methodology

The RECAT-EU methodology is built on gained knowledge about wake physics during
several EC. R&D projects (ATC WAKE, CREDOS,…) and expertise developed by
EUROCONTROL with the ICAO working group activity and safety cases on A380 and B747-
8 wake separation and during a first wake related concept in CDG in 2008 (WIDAO).

The rationale behind the RECAT-EU development was therefore:

1. Produce a data-driven proposal with traceability of sources

The RECAT-EU safety validation is based on a relative and quantitative wake turbulence risk
assessment, based on extensively measured wake datasets1, aircraft geometry and final
approach speed profiles characterized per aircraft types2.

Wake data collected at London Heathrow and Frankfurt were made available for allowing
reviewer (EASA) to re-run the analysis and confirm the results of the EUROCONTROL
Safety Case3.

The final approach speed profiles have been established from Mode-S and RADAR
measurements collected during 2 years respectively at London Heathrow and Paris Charles
de Gaulle.

Aircraft wing geometries were extracted from referenced airframe manufacturers’

documentation.

2. Develop a logical categorisation and separation minima

The categorisation is based on logical aircraft type clustering4 (suggested and produced by
French DGAC) and safety criteria, without optimisation for a specific traffic mix.

1
RECAT-EU Safety Case - Appendix C - Wake Vortex Data (Document and Data Files, Covered by NDA)
2
RECAT-EU Safety Case - Appendix D - Aircraft Types and Arrival Traffic Data (Document and Data Files,
Covered by NDA)
3
RECAT-EU Safety Case report edition 1.3 issued by EUROCONTROL
4
RECAT-EU Safety Case - Appendix A - Initial Wake Turbulence Clustering And Categorisation (Document)

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The RECAT-EU process is applied on a systematic basis to any aircraft type, and without
adaptation from subject-matter expert (SME) judgement.

3. Use a severity metric correlated to encounter test data

The predictive wake turbulence severity metric has been validated with data from flight test
campaign conducted by AIRBUS as recommended by EASA5 in the context of the A380
Flight Test working group.

The formulation of the severity metric was developed by a panel recognized European
Experts, who were not contracted and contributed “under their own name” 6.

4. Use an enhanced wake decay model

The wake decay characterisation on final approach is derived from the largest HEAVY aircraft
wake database worldwide. Over 100.000 tracks were collected over 2 years at London
Heathrow7 (‘EGLL-1’) allowing determination of wake decay profiles for HEAVY aircraft types
as well as a coherent generic and normalized behaviour.

This confirmed the non-linear influence of individual vortex spacing on wake decay
properties.

Generalisation of the results to departure phase was based on wake database collected in
Frankfurt airport (‘EDDF-2’) described in CREDOS project documentation8.

5. Deliver performance and capacity benefits to Stakeholders

The runway throughput performance and capacity benefits from RECAT-EU are influenced
by the prevailing and future traffic type mix and density. However, RECAT-EU can deliver a
5% or more capacity gain for the most constrained European airports, in some cases as
much as 8%.

RECAT-EU also allows faster recovery to nominal planning and reduction of cumulative
delay (See Annex 2).

The main reason of this difference comes from the categorisation and separation reduction
for aircraft types which are predominant in European traffic (AIRBUS A320 and BOEING
B737NG aircraft families). In addition, the reduced separation behind the A380 brings
significant benefits for the airports where this aircraft is present in the traffic mix.

5
A380 Flight Test Working Group closure report for ICAO wake separation - EASA
6
RECAT-EU Safety Case - Appendix B - Wake Turbulence Severity Metric (Document and Data Files, Covered
by NDA)
7
RECAT-EU Safety Case - Appendix C - Wake Vortex Data (Document and Data Files, Covered by NDA)
8
The CREDOS Project EDDF 6-Month Wake and Weather Dataset RWY25L/R

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6. Feasibility of Approach traffic separation delivery with 6-categories
The operational feasibility of providing arrival or departure traffic separation using a 6-
category scheme without an automated support tool relies on existing experience.
Indeed, approach and tower ATS in the UK has operated on a wake turbulence scheme with
6 categories for some years.
Moreover, during Approach and Tower ATC real-time simulation exercises recently
conducted at the EUROCONTROL Experiment Centre (EEC), ATC Controllers have
confirmed that they were able to adequately apply RECAT-EU scheme without an automated
support tool, quickly adapting to the 6-category system.

7. Build a robust safety case

The comprehensive safety case is developed to provide safety assurance for RECAT-EU
methodology and results, presenting structured arguments with supporting evidence and
references, in line with European safety regulatory framework and best practices.

The RECAT-EU proposal and safety case was reviewed by a Task Force including
EUROCONTROL Stakeholders (Civil Aviation Authorities and ANSPs), research community
and aircraft manufacturers during a 9-months consultation.

EUROCONTROL modified and clarified the safety case to the satisfaction of all reviewers.

Based on the recommendation of the Task Force, the EUROCONTROL Agency Advisory
Board agreed to submit the Safety case to EASA for review.

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Appendix B RECAT-EU
Safety Case Documentation

The RECAT-EU safety case documentation is essentially composed of the following:

1. EUROCONTROL RECAT-EU Safety case report, ed 1.3

Appendix A – Initial wake turbulence clustering and categorisation

Appendix B – Wake turbulence severity metric (Restricted access under NDA)

Appendix C – Wake vortex data (Restricted access under NDA)

Appendix D – Aircraft types and arrival traffic Data (Restricted access under NDA)

Appendix E1 – Wake turbulence risk assessment complementary information

(Restricted access under NDA)

Appendix E2 – Wake turbulence risk assessment results for CAT-A / A380-800

(Restricted access under NDA)

Appendix E3 – Wake turbulence risk assessment results for CAT-A / A380-800 –

Additional evidence (Restricted access under NDA)

Appendix E4 – Wake turbulence risk assessment for departure

Appendix F – RECAT-EU WT Categories for all aircraft types

2. EASA letter 2014(D) 54308 on RECAT-EU

3. EUROCONTROL & AIRBUS A350 Wake Turbulence Categorisation Safety Case

report

Documents with restricted access covered by Non-Disclosure Agreement (NDA) contain

proprietary data.

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ABBREVIATIONS

ANSP Air Navigation Service Provider

ATC Air Traffic Control

ATS Air Traffic Services

DGAC Direction Générale de l’Aviation Civile

EC European Commission

EASA European Aviation Safety Agency

EUROCONTROL European Organisation for the Safety of Air Navigation

FAA United States of America Federal Aviation Administration

ICAO International Civil Aviation Organisation

MRS Minimum Radar Separation

MTOM Maximum certificated Take-Off Mass

NATS UK National Air Traffic Services

NDA Non-Disclosure Agreement

NM Nautical Mile

NMD EUROCONTROL Network Manager Directorate

R&D Research and Development

RECAT Re-categorisation

WT Wake Turbulence

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