An analysis of relative wake-vortex hazards for typical transport aircraft

Stuever, Robert A.; Greene, G. C.

doi:10.2514/6.1994-810

Cited by 12 publications

(6 citation statements)

References 5 publications

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“…The last exponential factor in Equation (25), is the same as in the vorticity Equation (19) and rolling movement Equation (20), and shows that its peak occurs at the time:…”

Section: Aileron Schedule To Compensate For a Vortex Encountermentioning

confidence: 98%

“…(20) and the index '1' applies to the leading aircraft. Substitution of Equation (20) into Equation (19) specifies the time dependence Equation (17) of the induced rolling moment:…”

Section: Roll Equation With Damping and Controlsmentioning

confidence: 99%

“…The method to deduce the separation distance can also be applied to aircraft response to wake effects (8) . There is an extensive literature on wake effects (9)(10)(11)(12)(13)(14)(15)(16)(17)(18)(19)(20)(21)(22) as early references. The response to wakes is affected by the application of controls and damping effects that are considered in the present paper, as an extension of an earlier analytical theory (8) .…”

Section: Introductionmentioning

confidence: 99%

“…larger vortex and mass further inboard; (v) larger root chord of leading aircraft, leading to larger wake vortex strength Equation(20); (vi) smaller viscosity leading to slower vortex decay.It is convenient to introduce a dimensionless time divided by the time Equation (26a) of peak vorticity:. .…”

mentioning

confidence: 99%

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On the compensation and damping of roll induced by wake vortices

Campos¹,

Marques

2014

Aeronaut. j. (1968)

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The effect of the wake of a leading aircraft on a following aircraft is demonstrated by calculating the rolling motion consisting of three terms: (i) the free rolling motion due to initial bank angle and roll rate; (ii) the forced wake response due the rolling moment induced by the wake encounter; (iii) the forced control response due to aileron deflection to counter the wake vortex effects. It is shown that in the absence of control action, the roll rate of the following aircraft goes through a peak, and then decays, leading to a constant asymptotic bank angle; the latter is a measure of the magnitude of the wake effect, e.g. is larger for weaker damping. The exact analytical solution of the roll equation appears as a power series of a damping factor, whose coefficients are exponential integrals of time; it is shown that the first two terms give an accuracy better than 2%. The theory is used to simulate 15 combinations of wake vortex encounters between leading and following aircraft in the five ICAO/FAA weight categories: light, medium, heavy, special (B757) and very large (A380).

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“…The last exponential factor in Equation (25), is the same as in the vorticity Equation (19) and rolling movement Equation (20), and shows that its peak occurs at the time:…”

Section: Aileron Schedule To Compensate For a Vortex Encountermentioning

confidence: 98%

“…(20) and the index '1' applies to the leading aircraft. Substitution of Equation (20) into Equation (19) specifies the time dependence Equation (17) of the induced rolling moment:…”

Section: Roll Equation With Damping and Controlsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

mentioning

confidence: 99%

See 2 more Smart Citations

On the compensation and damping of roll induced by wake vortices

Campos¹,

Marques

2014

Aeronaut. j. (1968)

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“…An initial assessment was provided by Stuever and Greene 21 . The solution to this problem will likely depend on several analytical techniques which consider the "correctness" of a given aircraft model for the size/weight of aircraft it represents, the accuracy of the predicted encounter dynamics, and the likelihood that the severity of a representative encounter will approximate the worst case for a given initial condition.…”

Section: Figure 3 Major Hazard Definition Issuesmentioning

confidence: 99%

NASA wake vortex research for aircraft spacing

Perry

Hinton

Stuever

1997

35th Aerospace Sciences Meeting and Exhibit

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The National Aeronautics and Space Administration (NASA) is addressing airport capacity enhancements during instrument meteorological conditions through the Terminal Area Productivity (TAP) program. Within TAP, the Reduced Spacing Operations (RSO) subelement at the NASA Langley Research Center is developing an Aircraft Vortex Spacing System (AVOSS). AVOSS will integrate the output of several inter-related areas to produce weather dependent, dynamic wake vortex spacing criteria. These areas include current and predicted weather conditions, models of wake vortex transport and decay in these weather conditions, real-time feedback of wake vortex behavior from sensors, and operationally acceptable aircraft/wake interaction criteria. In today's ATC system, the AVOSS could inform ATC controllers when a fixed reduced separation becomes safe to apply to "large" and "heavy" aircraft categories. With appropriate integration into the Center/TRACON Automation System (CTAS), AVOSS dynamic spacing could be tailored to actual generator/follower aircraft pairs rather than a few broad aircraft categories.

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Green’s model of cylindrical vortex decay

Морозов¹,

Kalyadina²

2008

Comput Math Model

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An analysis of relative wake-vortex hazards for typical transport aircraft

Cited by 12 publications

References 5 publications

On the compensation and damping of roll induced by wake vortices

On the compensation and damping of roll induced by wake vortices

NASA wake vortex research for aircraft spacing

Green’s model of cylindrical vortex decay

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