Wake turbulence explained

Wake turbulence is a disturbance in the atmosphere that forms behind an aircraft as it passes through the air. It includes several components, the most significant of which are wingtip vortices and jet-wash, the rapidly moving gases expelled from a jet engine.

Wake turbulence is especially hazardous in the region behind an aircraft in the takeoff or landing phases of flight. During take-off and landing, an aircraft operates at a high angle of attack. This flight attitude maximizes the formation of strong vortices. In the vicinity of an airport, there can be multiple aircraft, all operating at low speed and low altitude; this provides an extra risk of wake turbulence with a reduced height from which to recover from any upset.[1]

Definition

Wake turbulence is a type of clear-air turbulence. In the case of wake turbulence created by the wings of a heavy aircraft, the rotating vortex-pair lingers for a significant amount of time after the passage of the aircraft, sometimes more than a minute. One of these rotating vortices can seriously upset or even invert a smaller aircraft that encounters it, either in the air or on the ground.

In fixed-wing level flight

The vortex circulation is outward, upward, and around the wingtips when viewed from either ahead or behind the aircraft. Tests with large aircraft have shown that vortices remain spaced less than a wingspan apart, drifting with the wind, at altitudes greater than a wingspan from the ground. Tests have also shown that the vortices sink at a rate of several hundred feet per minute, slowing their descent and diminishing in strength with time and distance behind the generating aircraft.[2]

At altitude, vortices sink at a rate of per minute and stabilize about below the flight level of the generating aircraft. Therefore, aircraft operating at altitudes greater than are considered to be at less risk.[3]

When the vortices of larger aircraft sink close to the ground — within — they tend to move laterally over the ground at a speed of . A crosswind decreases the lateral movement of the upwind vortex and increases the movement of the downwind vortex.[4]

Helicopters

Helicopters also produce wake turbulence. Helicopter wakes may be significantly stronger than those of a fixed-wing aircraft of the same weight. The strongest wake will occur when the helicopter is operating at slower speeds (20 to 50 knots). Light helicopters with two-blade rotor systems produce a wake as strong as heavier helicopters with more than two blades. The strong rotor wake of the Bell Boeing V-22 Osprey tiltrotor can extend further and has contributed to a crash.[5]

Hazard avoidance

Wingtip devices may slightly lessen the power of wingtip vortices. However, such changes are not significant enough to change the distances or times at which it is safe to follow other aircraft.[6]

Wake turbulence categories

See main article: article and Wake turbulence category.

ICAO mandates wake turbulence categories based upon the maximum takeoff weight (MTOW) of the aircraft. These are used for separation of aircraft during take-off and landing.

There are a number of separation criteria for take-off, landing, and en-route phases of flight based upon wake turbulence categories. Air Traffic Controllers will sequence aircraft making instrument approaches with regard to these criteria. The aircraft making a visual approach is advised of the relevant recommended spacing and are expected to maintain their separation.[7]

Parallel or crossing runways

During takeoff and landing, an aircraft's wake sinks toward the ground and moves laterally away from the runway when the wind is calm. A 3to(-) crosswind will tend to keep the upwind side of the wake in the runway area and may cause the downwind side to drift toward another runway. Since the wingtip vortices exist at the outer edge of an airplane's wake, this can be dangerous. [8]

Staying at or above the leader's glide path

thumb|Glider pilots usually fly outside the wake turbulence generated by their tow planes, either above the wake (high tow) or below the wake (low tow).[9]

Warning signs

Uncommanded aircraft movements (such as wing rocking) may be caused by wake. This is why maintaining situational awareness is critical. Ordinary turbulence is not unusual, particularly in the approach phase. A pilot who suspects wake turbulence is affecting his or her aircraft should get away from the wake, execute a missed approach or go-around and be prepared for a stronger wake encounter. The onset of wake can be subtle and even surprisingly gentle. There have been serious accidents (see the next section) where pilots have attempted to salvage a landing after encountering moderate wake only to encounter severe wake turbulence that they were unable to overcome. Pilots should not depend on any aerodynamic warning, but if the onset of wake is occurring, immediate evasive action is vital.

Plate lines

In 2020, researchers looked into installing "plate lines" near the runway threshold to induce secondary vortices and shorten the vortex duration. In the trial installation at Vienna International Airport, they reported a 22%-37% vortex reduction.[10] [11]

Incidents involving wake turbulence

Measurement

Wake turbulence can be measured using several techniques. Currently, ICAO recognizes two methods of measurement, sound tomography, and a high-resolution technique, the Doppler lidar, a solution now commercially available. Techniques using optics can use the effect of turbulence on refractive index (optical turbulence) to measure the distortion of light that passes through the turbulent area and indicate the strength of that turbulence.

Audibility

Wake turbulence can occasionally, under the right conditions, be heard by ground observers.[26] On a still day, the wake turbulence from heavy jets on landing approach can be heard as a dull roar or whistle. This is the strong core of the vortex. If the aircraft produces a weaker vortex, the breakup will sound like tearing a piece of paper. Often, it is first noticed some seconds after the direct noise of the passing aircraft has diminished. The sound then gets louder. Nevertheless, being highly directional, wake turbulence sound is easily perceived as originating a considerable distance behind the aircraft, its apparent source moving across the sky just as the aircraft did. It can persist for 30 seconds or more, continually changing timbre, sometimes with swishing and cracking notes, until it finally dies away.

In popular culture

In the 1986 film Top Gun, Lieutenant Pete "Maverick" Mitchell, played by Tom Cruise, suffers two flameouts caused by passing through the jetwash of another aircraft, piloted by fellow aviator Tom "Ice Man" Kazansky (played by Val Kilmer). As a result, he is put into an unrecoverable spin and is forced to eject, killing his RIO Nick "Goose" Bradshaw.[27] In a subsequent incident, he is caught in an enemy fighter's jetwash, but manages to recover safely.

In the movie Pushing Tin, air traffic controllers stand just off the threshold of a runway while an aircraft lands in order to experience wake turbulence firsthand. However, the film dramatically exaggerates the effect of turbulence on persons standing on the ground, showing the protagonists being blown about by the passing aircraft. In reality, the turbulence behind and below a landing aircraft is too gentle to knock over a person standing on the ground. (In contrast, jet blast from an aircraft taking off can be extremely dangerous to people standing behind the aircraft.)

See also

External links

Notes and References

  1. Web site: Aeronautical Information Manual (AIM) 7-4-3 Vortex Strength.
  2. 2023. 14. 27-28.
  3. Web site: Jumpseat: Assaulted by an A380. flyingmag.com. 26 February 2013 . 22 April 2018. 1 October 2017. https://web.archive.org/web/20171001070702/http://www.flyingmag.com/pilots-places/pilots-adventures-more/jumpseat-assaulted-a380. live.
  4. 2023. 14. 28.
  5. Web site: AFSOC Crash Report Faults Understanding Of Osprey Rotor Wake. AOL Defense. 30 August 2012. dead. https://web.archive.org/web/20120923033201/http://defense.aol.com/2012/08/30/afsoc-crash-report-faults-understanding-of-osprey-wake-effects. 23 September 2012.
  6. Web site: February 10, 2014 . Aircraft Wake Turbulence . 2023-03-05 . U.S. Department of Transportation Federal Aviation Administration . AC No: 90-23G . 24.
  7. https://www.faa.gov/sites/faa.gov/files/07_phak_ch5_0.pdf#page=9
  8. https://www.faa.gov/sites/faa.gov/files/07_phak_ch5_0.pdf#page=10
  9. Book: Glider Flying Handbook . 2022-03-29 . . 8 . FAA-H-8083-13A . Chapter 12: Towing.
  10. Holzäpfel . Frank . Stephan . Anton . Rotshteyn . Grigory . Körner . Stephan . Wildmann . Norman . Oswald . Lothar . Gerz . Thomas . Borek . Günther . Floh . Alexander . Kern . Christian . Kerschbaum . Markus . Nossal . Roman . Schwarzenbacher . Johannes . Strobel . Martin . Strauss . Lukas . Weiß . Clemens . Kauczok . Sebastian . Schiefer . Christian . Czekala . Harald . Maschwitz . Gerrit . Smalikho . Igor . Mitigating Wake Turbulence Risk During Final Approach via Plate Lines . . November 2021 . 59 . 11 . 4626–4641 . 10.2514/1.J060025 . 5 August 2023 . en . 0001-1452.
  11. Web site: Rienth . Thorsten . Mitigating wake turbulence to increase airport capacity . 5 August 2023 . June 2020.
  12. Web site: Aircraft Accident Report Delta Air Lines 30 May 1972 . National Transportation Safety Board.
  13. Web site: Катастрофа Як-40 Узбекского УГА в а/п Ташкент-Южный (борт СССР-87618), 16 января 1987 года. // AirDisaster.ru – авиационные происшествия, инциденты и авиакатастрофы в СССР и России – факты, история, статистика. airdisaster.ru. 2017-01-09. 2013-01-22. https://web.archive.org/web/20130122013751/http://airdisaster.ru/database.php?id=75. live.
  14. Web site: Aircraft Accident Report . October 26, 2004 . In-Flight Separation of Vertical Stabilizer American Airlines Flight 587 Airbus Industrie A300-605R, N14053 Belle Harbor, New York November 12, 2001 . 2023-03-05 . National Transportation Safety Board.
  15. Web site: Crash Blamed on Pilots Following Too Closely, Air Force Times, Oct. 17, 2008. airforcetimes.com. 22 April 2018. 14 May 2022. https://web.archive.org/web/20220514172254/https://www.airforcetimes.com/news/2008/10/airforce_pc12_crashreport_101708/. live.
  16. Web site: Investigation: AO-2008-077 - Wake turbulence event, Sydney Airport, NSW, 3 November 2008. Australian Transport Safety. Bureau. atsb.gov.au. 22 April 2018. 14 September 2016. https://web.archive.org/web/20160914191121/http://www.atsb.gov.au/publications/investigation_reports/2008/aair/ao-2008-077.aspx. live.
  17. Web site: Accident Report (German) . 2015-11-05 . 2015-12-07 . https://web.archive.org/web/20151207171417/http://www.bfu-web.de/DE/Publikationen/Untersuchungsberichte/2012/Bericht_12_3X134_DR400_Backnang-Heiningen.pdf?__blob=publicationFile . live .
  18. Web site: Scientific Research regarding this accident. dglr.de. 22 April 2018. 22 January 2018. https://web.archive.org/web/20180122071713/http://www.dglr.de/publikationen/2014/340177.pdf. live.
  19. Web site: Air Force's new C-130J aircraft crashes near Gwalior, five killed. NDTV.com. 2015-07-14. 2011-06-05. https://web.archive.org/web/20110605171247/http://en.rian.ru/russia/20090212/120098967.html. live.
  20. Web site: IAF Super Hercules Crash: five crew member Air Force Personnel killed in Gwalior . IANS . news.biharprabha.com . 28 March 2014 . 31 March 2014 . https://web.archive.org/web/20140331022314/https://news.biharprabha.com/2014/03/iaf-super-hercules-crash-5-air-force-personnel-killed-in-gwalior/ . live .
  21. Web site: IAF's C130 J "Super Hercules" transport aircraft crashes, all five personnel on board dead. The Economic Times. 2015-07-14. 2014-04-01. https://web.archive.org/web/20140401122803/http://articles.economictimes.indiatimes.com/2014-03-29/news/48684422_1_first-aircraft-transport-aircraft-two-aircraft. live.
  22. Web site: 'Wake turbulence' led to C-130 J aircraft crash. 2014-04-23. The Indian Express. en-US. 2019-12-24. 2018-06-15. https://web.archive.org/web/20180615032151/https://indianexpress.com/article/india/india-others/wake-turbulence-led-to-c-130-j-aircraft-crash/. live.
  23. News: 'Wake turbulence' led to C-130 J aircraft crash . . 2015-07-14 . 2014-04-24 . https://web.archive.org/web/20140424084043/http://indianexpress.com/article/india/india-others/wake-turbulence-led-to-c-130-j-aircraft-crash/ . live .
  24. News: In The Wake of An A380: Dealing With Wake Turbulence . Jun 22, 2017 . John Croft . Aviation Week Network . July 5, 2017 . July 7, 2017 . https://web.archive.org/web/20170707202240/http://aviationweek.com/business-aviation/wake-a380-dealing-wake-turbulence . live .
  25. News: Flight from Los Angeles sent into nosedive for 10 seconds after hitting vortex: report . . 14 June 2018 . Ben Graham . 14 June 2018 . 14 June 2018 . https://web.archive.org/web/20180614215123/http://www.foxnews.com/travel/2018/06/14/flight-from-los-angeles-sent-into-nosedive-for-10-seconds-after-hitting-vortex-report.html . live .
  26. Web site: Repository Notice - Bureau of Transportation Statistics. ntl.bts.gov. 22 April 2018. 17 June 2017. https://web.archive.org/web/20170617144138/https://ntl.bts.gov/lib/35000/35100/35105/AIAA-2005-0260_AcousticCharacterizationWakeVortexGroundEffect_AIAA-Version.pdf. dead.
  27. Web site: Leone . Dario . 2018-11-27 . "Mayday, mayday, Mav's in trouble, he's in a flat spin!"- A comparison between the ejection scene from Top Gun and a real bailout from an F-14 Tomcat . 2023-08-10 . The Aviation Geek Club . en-GB.