Originally Posted by
Una Due Tfc 
There’s ways and means of reducing or negating impact. After an A380 effectively closes a departure runway for a few minutes after taking off, let an arrival in on it, or if arrival runway is outboard of departure runway, stack up the crossing taxiways and let them all cross after the 380 departs.
True.
But neither of those strategies is routinely adopted at Heathrow, and yet the introduction of the A380 has still not led to a reduction in capacity.
When they actually get around to the real time measurement of wake turbulence, you will see a marked reduction in closure times/separation, especially at LHR with the DEP splay.
We were very close to implementation, then FN Brexit.
It's a relatively simple job to add vortex reducing winglets on an aircraft (witness the addition of split scimitar winglets on countless 737) if someone were to take the effort to design them in the first place.
Incorrect, winglets have absolutely NO effect on wake turbulence. Even Aviation Partners stop beating that drum. They extend laminar flow and decrease drag at certain attitudes, that is all.
From Farnsworth:
- Boeing's latest market forecast says global demand for passenger and cargo jets will reach 42,730 aircraft over the next 20 years. The total value of this potential business is an astounding $6.3 trillion.
- Boeing expects only 60 of those planes to be passenger jets in the same category as the Boeing 747 and the Airbus A380.
- Randy Tinseth, Boeing's vice president of marketing, believes the 747's future as a passenger plane will be as a VIP private jet.
- According to Tinseth, the forecast takes into consideration Boeing's belief that there isn't enough demand for Airbus to deliver the rest of its A380s on order.