Dynamic Behavior of an Aircraft Encountering Aircraft Wake Turbulence

Nelson, Robert C.

doi:10.2514/3.58702

Cited by 15 publications

(5 citation statements)

References 8 publications

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“…A large part of tests took place in the 1970s and 1980s [4,5,7,[11][12][13][14][15][16][17][18][19][20]. One result was a clear relationship between the maximum bank angle experienced in a WVE during landing approach and the encounter altitude and the perceived hazard, see Fig.…”

Section: State Of the Artmentioning

confidence: 98%

Hazard criteria for wake vortex encounters during approach

Luckner

Höhne

Fuhrmann

2004

Aerospace Science and Technology

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Section: State Of the Artmentioning

confidence: 98%

Hazard criteria for wake vortex encounters during approach

Luckner

Höhne

Fuhrmann

2004

Aerospace Science and Technology

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“…The account on sound transmission from the aircraft noise sources to the interior of the near airport resident (Section 3) has included: (i) the spectral and directional broadening of noise [255][256][257][258][259][260][261]; (ii) the psychoacoustic distinctions between noise components. The noise mitigation measures (Section 4) mentioned include: (i) optimization of non-uniform acoustic liners [406][407][408][409][410][411][412][413][414][415][416] and use of partial chevron nozzle [417]; (ii) low noise operating procedures [432,433] consistent with flight safety and air traffic management rules [444][445][446][447][448][449][450][451][452][453][454]. Both can reduce noise exposure near airports [346][347][348][349][350][351][352][353][354][355][356][357]…”

Section: Discussionmentioning

confidence: 99%

“…As with any flight procedure safety is paramount and cannot be compromised by other objectives, noise reduction or any other. Thus it must be possible to spool up the engines from idle to full power quickly enough to cope with any emergency, be it the failure of one engine, an atmospheric disturbance or a wake vortex [444][445][446][447][448][449][450] causing a large flight path deviation. An example of particularly serious atmospheric disturbance at landing is a windshear [451][452][453][454] due to a toroidal vortex close before the runway threshold, that leads to an abrupt change from headwind (runway overshoot) to tailwind (landing short of the runway) aggravated by a downflow, all adding together to a major lift loss.…”

Section: Approach With Engine At Idlementioning

confidence: 99%

On Physical Aeroacoustics with Some Implications for Low-Noise Aircraft Design and Airport Operations

Campos

2015

Aerospace

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Air traffic is growing at a steady rate of 3% to 5% per year in most regions of the world, implying a doubling every 15-25 years. This requires major advances in aircraft noise reduction at airports, just not to increase the noise exposure due to the larger number of aircraft movements. In fact it can be expected, as a consequence of increased opposition to noise by near airport residents, that the overall noise exposure will have to be reduced, by bans, curfews, fines, and other means and limitations, unless significantly quieter aircraft operations are achieved. The ultimate solution is aircraft operations inaudible outside the airport perimeter, or noise levels below road traffic and other existing local noise sources. These substantial noise reductions cannot come at the expense of a degradation of cruise efficiency, that would affect not just economics and travel time, but would increase fuel consumption and emission of pollutants on a global scale. The paper reviews the: (i) current knowledge of the aircraft noise sources; (ii) the sound propagation in the atmosphere and ground effects that determine the noise annoyance of near-airport residents; (iii) the noise mitigation measures that can be applied to current and future aircraft; (iv) the prospects of evolutionary and novel aircraft designs towards quieter aircraft in the near term and eventually to operations inaudible outside the airport perimeter. The 20 figures and 1 diagram with their legends provide a visual summary of the review.

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“…Wakes created by an aircraft produce velocity fluctuations in the following field. [1][2][3][4] Previous research studied how the aircraft influence the air field in different scenarios under different conditions. 5,6 Numerical and experimental analyses are also conducted focusing on the vortices after the airfoil.…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Simulation of Wake Encounter for Aircraft Close Formation Operations (Invited)

Zheng

2015

7th AIAA Atmospheric and Space Environments Conference

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In this study, the rolling moment coefficient of a following unmanned aerial vehicle (UAV) induced by wake vortices from a leading UAV is analyzed and studied. Numerical simulation results are compared to the results from an analytical vortex lattice method. Then a complete UAV mesh is built and used to calculate the influence by a pair of wake vortices created by the leading UAV in real flight scenario. The paper provides an estimate of the vortex roll hazard assessment for the following UAV in close formation operations. Nomenclature 0 = main wing span = rolling moment coefficient of the follower = cord length of the follower ̅ = average cord length of the follower = rolling moment of the follower = induced vortex core radius = plan form area = wing span = vertical velocity on the wing = flying speed of the follower = coordinate of the main wing of the follower 0 = vortex strength generated by the leader = vortex strength acting on the follower = circulation on the wing of the follower

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Dynamic Behavior of an Aircraft Encountering Aircraft Wake Turbulence

Cited by 15 publications

References 8 publications

Hazard criteria for wake vortex encounters during approach

Hazard criteria for wake vortex encounters during approach

On Physical Aeroacoustics with Some Implications for Low-Noise Aircraft Design and Airport Operations

Aerodynamic Simulation of Wake Encounter for Aircraft Close Formation Operations (Invited)

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