REPORT OF THE FOURTH MEETING OF THE AIR TRAFFIC FLOW MANAGEMENT TASK FORCE (ATFM/TF/4) AND BOBCAT WORKSHOP ~ BANGKOK, THAILAND, 7 – 11 NOVEMBER 2005
With wake turbulance requirements like that, I can't see how the A380 will be at all economically viable at the busier airports that are already near capacity. Airbus better hope these requirements will be lowered with more testing.
Boeing knew that the 747 was the ultimate maximum design that would be feasable in all aspects of operations...
This is why...Boeing rocks...Airbus sucks...
10.7 As the new Airbus A380 large aircraft would commence regional demonstration flights from approximately 10 November, ICAO had received a number of requests from States in respect of the wake turbulence separation minima to be applied. ICAO State Letter AP108/05 (ATM) dated 3 November 2005 had been transmitted in this respect, advising caution in respect of wake turbulence spacing with the A380.
10.8 On 10 November 2005, additional ICAO State Letter AP111/05 (ATM) was transmitted by the Regional Office in respect of this issue. In view of the size/weight of the aircraft, an ad hoc group of experts under the auspices of the United States Federal Aviation Administration (FAA), EUROCONTROL, the Joint Aviation Authorities (JAA) and the manufacturer is examining the wake turbulence aspects of the aircraft in comparison with other large aircraft. The final report of the working group is expected to be available in early 2006.
10.9 In the meantime, analyses and flight test data available to the group have raised concerns about horizontal and vertical wake turbulence spacing criteria for approach, landing, departure, and enroute operations of the A380 relative to other aircraft. Current data analyses indicate that A380 wake vortices will descend further and be significantly stronger at 300 m (1 000 ft) below the generation altitude than for other aircraft in the heavy wake turbulence category. On rare occasions, A380 wake vortices may descend 600 m (2 000 ft) and possibly pose a passenger comfort issue, but not a hazard. It is not clear at present what level of hazard A380 wake vortices pose at 300 m (1 000 ft) to other aircraft.
Guidance is presented as follows:
1. Departure spacing:
a) one additional minute to be added to all separations listed in Procedures for Air Navigation Services – Air Traffic Management (PANS-ATM, Doc 4444), paragraph 5.8, when an A380 is the leading aircraft;
b) one additional minute to be added to the separation in PANS-ATM, paragraph 5.8.5.
2. Horizontal spacing:
a) where both aircraft are established on final approach, 10 NM between an A380 and any other following aircraft;
b) 15 NM minimum radar spacing for all other phases of flight, including enroute, between an A380 and all other aircraft operating directly behind at the same altitude or less than 300 m (1 000 ft) below. (See also paragraph 3 below.)
3. Vertical spacing:
Vertical spacing guidance will not be completed for several months. There are indications, however, from the initial analysis of data that wake vortex from an A380 may be encountered by aircraft flying 300 m (1 000 ft) below at greater strengths than from current aircraft of the heavy wake turbulence category. Because it has not yet been possible to establish the level of hazard associated with these wake vortices, offset tracks or additional vertical spacing is advised until the final vertical spacing guidance has been established.
I believe the same will happen to the A380. No testing has yet been performed so this is pure speculation. The A380's wing is an engineering miracle compared to the 747 so I would be very surprised if they weren't able to cut down the distance after proper flight testing.