Generaly, as I understand it, the larger the aircraft the less sensative it is to wake turbulence from another aircraft.
Its like driving a car past a truck, as you reach the front of the truck, the air its pushing aside hits you and can often cause you to swerve a little. Pass the same truck while driving anouther of similar size or larger and you don’t feel a thing.

II guess it is more or less the same with aircraft. The Bigger you are, the less effect wake turbulence has. That is not to say the An225 or A380 won’t feel it at all.

The real question is; What effect with the wake of an AN 225 or A380 have on current aircraft like the a320. 757 or 747 for example.

According to Flight Internation, ICAO are recommending an extra gap for spacing between an A380 and following traffic. They are recommended a minimum of 10 miles for approach seperation. This is in comparison to the 6mile seperation needed between a 747 and an A320 for example. This is going to cause some problems at busy airports like LAX or LHR who are going to end up loosing approach slots.

Here’s the FI article I got my info from…. you can see a graphic of the seperation distances the ICAO are recommending, alongside a comparison of current distances.

http://www.flightinternational.com/Articles/2005/12/20/203708/A380+powers+on+through+flight-test.html

I wonder how the An-225 does about the wake turbulence. Yes, there is only 1 frame but it has been flying for many years and undertakes commercial charters.

As for sizes, An-225 is the biggest landplane – wingspan 88,4 metres versus 79,8 metres for Ai-380. It also is the heaviest – MTOW 600 tons versus 560 tons of Ai-380-800Passenger. So, one could just look at the experience with An-225 in airport and cruise operations – then compare with Ai-380-800.

How close can An-225 or Ai-380-800 get behind another aircraft and how big airport slot is, in practice, needed for an An-225 visit?

So, worst case for Boeing would be
– a huge delay in deliveries with consequent financial losses
– a number of cancellations depending on the contracts (if airlines have cancelation-option if Boeing misses particular efficiency goals).
and of course stupid comments by its competitor.

I don’t think they cancel the problem, get a black cart from FAA (no certification) or crash an aircraft. After all, it is still Boeing.

Taking the SST-s, they had different degrees of success:

Concorde had 74 orders. Most were cancelled. 9 frames, however, were bought, for price 130 % the price of Boeing 747 at the time. 5 more frames were built as whitetails due to cancellations and given away for free. The 14 delivered frames were in revenue service for 27 years.

Tu-144 did enter revenue service, but was withdrawn after 55 service flights in total.

Boeing 2707 was never rolled out.

When was Boeing 2707 supposed to be delivered?

How many of the 122 orders for Boeing 2707 had been cancelled before Boeing cancelled the whole program?

Because my company may have a particular travel policy that said for particular types of journey I was allowed to travel business class, even on relatively short intra European journeys.

Or else they are prepared to pay the extra to have the flexibility in changing flights and don’t want to have the fare restrictions inherent in APEX tickets.

Remember that the full Economy fare is often not that far below the business fare (try turning up an hour before a flight and buying a long haul ticket – it’s EXPENSIVE).

So effectively, one advantage of the Business is extra flexibility. Do the full-fare Economy tickets also have additional flexibility?

There has always been two types of travellers.

Type1: Doesn’t care about the service so long as the ticket is cheap

Type2: Values service and is ready to pay that little bit extra.

Low cost airlines attract type 1, legacies attract type 2. So each market themselves for their respective client pool.

Low cost airlines appeal to those on a budget. Legacies appeal to those who don’t mind paying that little extra for the extra comfort.

But why cannot legacies attract type 1 to the Economy Class and type 2 to Business Class, simultaneously?

Actually, this thread overlooks the fact that helicopters have often provided an integral element of aviation schedules across Europe. Even in England, there was a while back a LGW – LHR helicopter service.

But it has shut down. Why?

Sometimes these service may not appear within Amadeus or Sabre, or in the OAG flight guide, but they are nonetheless regular sceduled services.

And, even today, none of the domestic services within the Faroe Islands are fixed-wing… all are helicopters. even including Europe’s best value flight, for details of which see here.

Hope this is of interest.

Yes, it really is interesting.

Are there any other currently scheduled services, besides the Tallinn-Helsinki line and the Faroes?