Numerical simulation of wake vortices measured during the Idaho Falls and Memphis field programs

Proctor, Fred H.

doi:10.2514/6.1996-2496

Cited by 63 publications

(36 citation statements)

References 15 publications

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“…Recent studies have used: two-dimensional laminar or DNS, 37,38,39 three-dimensional DNS, 40,41 twodimensional RANS, 42 two-dimensional LES, 43 and threedimensional LES. 44,45,46 In order to better understand wake vortex behavior and develop relationships with environmental parameters, numerical modelling is being carried out with the Terminal Area Simulation System 47,48 (TASS) in both two and three dimensions.…”

Section: Wake Vortex Modellingmentioning

confidence: 99%

The NASA-Langley wake vortex modelling effort in support of an operational aircraft spacing system

Proctor

1998

36th AIAA Aerospace Sciences Meeting and Exhibit

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Two numerical modelling efforts, one using a large eddy simulation model and the other a numerical weather prediction model, are underway in support of NASA's Terminal Area Productivity program. The large-eddy simulation model (LES) has a meteorological framework and permits the interaction of wake vortices with environments characterized by crosswind shear, stratification, humidity, and atmospheric turbulence. Results from the numerical simulations are being used to assist in the development of algorithms for an operational wake-vortex aircraft spacing system. A mesoscale weather forecast model is being adapted for providing operational forecast of winds, temperature, and turbulence parameters to be used in the terminal area.This paper describes the goals and modelling approach, as well as achievements obtained to date. Simulation results will be presented from the LES model for both two and three dimensions. The 2-D model is found to be generally valid for studying wake vortex transport, while the 3-D approach is necessary for realistic treatment of decay via interaction of wake vortices and atmospheric boundary layer turbulence. Meteorology is shown to have an important affect on vortex transport and decay. Presented are results showing that wake vortex transport is unaffected by uniform fog or rain, but wake vortex transport can be strongly affected by nonlinear vertical change in the ambient crosswind. Both simulation and observations show that atmospheric vortices decay from the outside with minimal expansion of the core. Vortex decay and the onset three-dimensional instabilities are found to be enhanced by the presence of ambient turbulence. Nomenclature

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Section: Wake Vortex Modellingmentioning

confidence: 99%

The NASA-Langley wake vortex modelling effort in support of an operational aircraft spacing system

Proctor

1998

36th AIAA Aerospace Sciences Meeting and Exhibit

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“…Validation of the wake vortex simulations are well underway as well. Recently, promising results have been obtained from comparing the two-dimensional version of TASS with measured field data from the 1990 FAA Idaho Falls and the 1994 and 1995 Memphis field experiments, as described by Proctor 15 .…”

Section: Numerical Fluid Dynamics/atmospheric Modelingmentioning

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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“…These approximations for initial wake characteristics have proved adequate for initialization and validation of computational fluid dynamics code for wake behavior prediction, regardless of aircraft configuration 23 . Combining equations 8, 9, and 10 gives the initial sink rate:…”

Section: Demise Definitionmentioning

confidence: 99%