when is wake turbulence greatest

To put this more generally, an aircraft is usually safer if it is airborne before the rotation point of the airplane that took off before it. Ordinary turbulence is not unusual, particularly in the approach phase. ... issuing the caution for wake turbulence, the air traffic controllers generally do not provide additional information to the following aircraft. Potentially hazardous turbulence in the wake of an aircraft in flight is principally caused by wing tip vortices. 2/10/14 AC 90-23G (4) heavy, take-off configuration and slow speed. Such conditions can extend their survival at higher cruise altitudes beyond that at low level because of the lower air density there. (2) heavy, clean configuration and slow speed. Aircraft with short wingspans are most affected by wake turbulence. Reliable ground system support functions to inform and warn Air Traffic Controllers of potentially hazardous wake encounters are not yet in operational use. This is especially dangerous during takeoff and landing when there is little altitude for recovery. It will be generated from the point when the nose landing gear of an aircraft leaves the ground on take off and will cease to be generated when the nose landing gear touches the ground during landing. When an En-route Air Traffic Controller identifies a traffic proximity situation with risk of a potentially hazardous wake encounter, he/she may provide traffic information to the trailing aircraft, including a caution for potential wake turbulence and when possible, may propose a change of lateral or vertical flight path, as appropriate. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes. The greatest potential danger from wake turbulence occurs when a light aircraft lands following a heavy aircraft. The strength of wingtip vortices is determined primarily by the weight and airspeed of the aircraft.Wake turbulence is especially hazardous in the region behind an aircraft in the During takeoff and landing, an aircraft's wake sinks toward the ground and moves laterally away from the runway when the wind is calm. However, as the basic factor is weight, the vortex strength increases proportionately. Air from below the wing is drawn around the wingtip into the region above the wing by the lower pressure above the wing, causing a vortex to trail from each wingtip.

The fundamental underlying wake separations in RECAT Phase II are not defined per wake turbulence category, but actual individual pairs of make-model-series aircraft types (e.g.

An across-track wind direction can carry them away from the flight path which the aircraft generating them has followed. The vortex characteristics of any given aircraft can also be changed by extension of flaps or other wing configuring devices as well as by change in speed.

ICAO mandates the Wake turbulence categories based upon the Maximum Takeoff Weight (MTOW) of the aircraft. However, it is unlikely that any loss of control will be more than very brief and easy recover from if at least minimum ATC separation standards are maintained. The standard temperature at sea level is 15 degrees Celsius (59 degrees Fahrenheit).

The FAA uses a similar system, though with different weights: This type of turbulence is significant because wing tip vortices decay quite slowly and can produce a significant rotational influence on an aircraft encountering them for several minutes after they have been generated. turbulence The greatest hazard from wake turbulence is induced roll and yaw. The greatest vortex strength occurs when the generating aircraft is heavy-slow-clean since the turbulence from a “dirty” aircraft configuration hastens wake decay. These separation matrices known as RECAT-2 and RECAT-3 are to be deployed in European airports towards 2020 and 2022 respectively.Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from Any uncommanded aircraft movements (such as wing rocking) may be caused by wake. An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. This is why maintaining situational awareness is critical. 7.12 Wake turbulence will be greatest when generated by an aeroplane which is (1) heavy, landing configuration and slow speed. Avoiding Wake Turbulence On Takeoff. The origin of counter-rotating wing tip vortices is a direct and automatic consequence of the generation of lift by a wing. The only available direct defence against occupant injuries is for the flight crew to maintain ATC awareness of the persistence of wake turbulence at en route altitudes beyond reqired traffic separation minima is sometimes poor. Following approval by the European Aviation Safety Agency (EASA), RECAT-EU is to be initially deployed at Paris Charles de Gaulle airport by end-2015.RECAT-EU for both arrivals and departures was successfully deployed by NATS at London Heathrow Airport in March 2018.