Aerodrome Control. Guide to Wake Turbulence. Introduction. Wake turbulence is present behind ALL aircraft.
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1 Aerodrome Control Guide to Wake Turbulence Introduction Wake turbulence is present behind ALL aircraft. The most important component of wake turbulence is wingtip vortices The strength of the vortices depend upon: Gross weight Configuration Airspeed Shape of the wing The wind, turbulence and atmospheric stability affect the motion and decay of the vortex. The proximity of the ground also significantly affects the vortex movement and decay.
2 The amount of wake turbulence produced is proportional to the amount of lift being produced (i.e. the weight of the aircraft) The vortices are the result of the pressure differential about a wing as the aerofoil section generates lift. There is a higher pressure below the wing and a lower pressure above the wing. Wake turbulence is generated from the point where the nose wheel lifts off on take-off to the point where the nose wheel touches down after landing Wake turbulence is greatest when heavy, slow and in clean configuration. Turbulence from flaps and undercarriage interact and reduce the effect of wake turbulence.
3 In light wind conditions vortices may remain for some time and drift to a parallel runway. Strong winds and associate turbulence dissipate the vortices more rapidly. Helicopters also produce vortices in flight and these can be more intense than vortices produced by a fixed-wing aircraft of a similar weight. UK Wake Turbulence Categories Category Weight (kg) Super (J) A Heavy (H) 162,000 Upper Medium (UM) > 104,000 and < 162,000 Lower Medium (LM) > 40,000 and 104,000 Small (S) > 17,000 and 40,000 Light (L) 17,000
4 Departure Intervals Departures, touch and go's and low approaches The aerodrome controller MUST provide the minimum specified departure separation in full. Touch & Go 3 minutes (it will be airborne again at an intermediate point further along the runway) 2 minutes 3 minutes Point of rotation To avoid wake turbulence, helicopter routed prior to the rotation point but after the touchdown point e.g. via the threshold.
5 Aircraft requesting a touch and go may: o orbit/extend downwind to enable a touch and go clearance to be issued after 3 minutes or o carry out a low approach and go around with an early turn to avoid flying through the wake turbulence o make a full stop landing "cleared to land, land only due wake turbulence" Aircraft goes around and overflies runway. 3 minutes All points are now considered intermediate. Displaced threshold 2 minutes if the projected flight paths are expected to cross... 0 minutes 2 minutes Touchdown Landing Touchdown zone 2 minutes Point of rotation
6 Crossing and Parallel Runways When parallel runways separated by less than 760 m are in use, such runways are considered to be a single runway, for wake turbulence reasons, and the wake turbulence separation minima listed apply to landing and departing aircraft respectively. The departure wake turbulence separation minima will apply to: a) departures from crossing and/or diverging runways if the projected flight paths will cross; or b) departures from parallel runways 760 m or more apart if the projected flight paths will cross. For example: 0 minutes 3 minutes
7 Departures - Opposite Direction A wake turbulence separation of 2 minutes shall be applied between a Medium (Upper and Lower), Small or Light aircraft and a Heavy aircraft, and between a Medium (Upper and Lower) or Small aircraft and a Light aircraft whenever the heavier aircraft is making a low or missed approach and the lighter aircraft is: a) utilising an opposite-direction runway for take-off; or b) landing on the same runway in the opposite direction; or on a parallel opposite direction runway separated by less than 760 m. Helicopter Departures Caution should be exercised if a fixed-wing aircraft of a lower wake turbulence category is cleared to land on a runway immediately after a helicopter of a higher wake turbulence category has taken off from that runway's threshold. Runway Threshold
8 Arriving Flights Aerodrome Control is to pass the recommended spacing to aircraft positioning visually behind another aircraft of a higher wake turbulence category using the phraseology " REPORT FINAL NUMBER.. (position in traffic). FOLLOW THE..(type) AT..(distance) FINAL. CAUTION WAKE TURBULENCE. THE RECOMMENDED DISTANCE IS..MILES Aircraft should be allowed to orbit in preference to extending downwind as this will enable them to remain within the ATZ and also above the wake turbulence. If an aircraft extends downwind too far, eventually it will end up below the glide-path and therefore in the wake turbulence of the preceding aircraft. Aircraft transiting the ATZ can normally be routed via the landing Threshold of the runway in use to avoid any wake turbulence from arriving aircraft (except in the case of a go around).
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