ATC Watcher just to avoid any misunderstanding re:- ‘following traffic’ will have distance margin, and your reply “Not at high altitudes.”
My points, perhaps by implication, were that following aircraft at the same altitude will have some distance margin, and even if this is small (as with crossing traffic) a wake encounter (or the effects) should be minimised because the wake descends.
With aircraft below, which could encounter a descending wake, they should not experience a major encounter as during the time taken for the wake to descend by 1000ft, it has dissipated somewhat.
chornedsnorkack the outcome of the scenarios which you envisage are most unlikely. The certification requirements of CS 25.253 ‘High-speed Characteristics’ provide significant margin for normal operations. There are similar requirements for gust loads on the structure CS25.3--, and for stalling CS 25.205/207.
(a) Speed increase and recovery characteristics. The following speed increase and recovery characteristics must be met:
(1) Operating conditions and characteristics likely to cause inadvertent speed increases (including upsets in pitch and roll) must be simulated with the aeroplane trimmed at any likely cruise speed up to VMO/MMO. These conditions and characteristics include gust upsets, inadvertent control movements, low stick force gradient in relation to control friction, passenger movement, levelling off from climb, and descent from Mach to air speed limit altitudes.
(2) Allowing for pilot reaction time after effective inherent or artificial speed warning occurs, it must be shown that the aeroplane can be recovered to a normal attitude and its speed reduced to VMO/MMO, without – … etc, etc.
(3) With the aeroplane trimmed at any speed up to VMO/MMO, there must be no reversal of the response to control input about any axis at any speed up to VDF/MDF … etc, etc.
(4) Adequate roll capability to assure a prompt recovery from a lateral upset condition must be available at any speed up to VDF/MDF.
ect, etc,
A point of debate might be whether VLJs will be certificated to the same standards as commercial aircraft flying at high altitude.
Some issues have already arisen elsewhere, suggesting that as the skill level of VLJ pilots need not match those of commercial operations, then the certification aspects applied to larger aircraft, or in this instance the airspace, might be invalidated.