|Quoting 727forever (Reply 40):|
Very good point. What testing has Airbus done to validate that their current wake turbulance procedure for TLS is accurate? Further more I've been to TLS. It is a moderately busy airport but I would not say that it is a high density airport. How often have they had the need to sequence other aircraft at minimum spacing behind an A388 on the approach?
The A388 is so much larger in terms of wake signature than the B744 that I think good, unbiased testing should be done. Airbus has too much at stake to do the testing themselves. The FAA is too ignorant with too many politicians pulling their puppet strings to run the testing. Perhaps this should be done by a neutral source with a great reputation for being unbiased like the Flight Safety Foundation or the Royal Aeronautical Society. Either way it needs to be done for the safety of not just the flying public but for the people who the aircraft will be flying over as well.
DERA installed LIDAR at TLS
, the have been measuring the wake characteristics of just about every aircraft landing there for a long time. A similar installation is installed at FRA
, and NASA/FAA as far as I know have installed similar equipment to three airports in the USA.
Testing has been done for many years now, it has been a collaboration between government, university, and corporate researchers. Information has been shared across the board. A lot of the early work came from NASA over twenty years ago.
The testing has shown that the 380 does not have a "much larger in terms of wake signature than the B744". It has a lower vortex core velocity than the 744 which would lead to smaller induced rolling moments if encountered by a trailing aircraft. It does have a slight larger vortex diameter, with a smaller core velocity, and it has been found that the mixing of the cores from either side occur quicker on the 380 than 744, when they mix the two cores destroy each other.
|Quoting N908AW (Reply 41):|
Since it will requires longer runway than other heavies, it will be on the runway a good distance more than other heavies (extra ~20 seconds). But hey, more time is more time. 20 seconds or so, that's about a mile...isn't it?
This is incorrect, the 380 will use less runway and should have lower runways occupancy times than the 747 and 777 as it has a smaller landing distance and lower approach speeds (about 30kt slower than a 744 or 773ER).
The 380 also has brake to vacate which optimises the landing roll to come to taxi speed for a particular runway exit.
|Quoting PlanesNTrains (Reply 42):|
Nice post. Upgrades cost money as much as time. Many markets are fragmented. If SEA spends the money, and no A380 visits, what was the point? If SFO adds taxiway space, but only sees two or three A380's a day, what was the point?
As far as I know SEA
accommodate 747s on concession at the moment, a lot of airports in the USA do not meet current requirements for 747s.
got replaced as it was getting old, and the takeoff path basically took you over the royal palace. The sole reason was not for A380 upgrades, they built a new gateway to their country.
First impressions count.
|Quoting TrevD (Reply 43):|
That A320 that following the A380 in to land at LHR with a planeload of passengers for that next out-bound A380 flight now has to follow 4nm or 2 minutes behind.
This is incorrect at LHR
as far as I am aware. Radar separation will still be 2.5-3nm (66-79 seconds).
for takeoff anything smaller than a heavy following a heavy from the same departure point = 2 minutes. For landing and medium following medium = 3 miles, note - if the first a/c is an upper medium (104t to 162t MTOW ie B757, DC8, B707, IL62, VC10), the distance will be 4 miles, medium following heavy = 5 miles.
Also for for intermediate approach in the UK, a medium, small or light aircraft are to cross behind or follow the same track as a heavy aircraft, the minimum distance will be 5 miles. There is no requirement for any separation between medium and light for example, although ATC are encouraged to use common sense.
From what I have seen so far, at LHR
no change at all, no special treatment.
“Don't be a show-off. Never be too proud to turn back. There are old pilots and bold pilots, but no old, bold pilots.” E. Hamilton Lee, 1949