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Air Traffic Control System
Published in Milica Kalić, Slavica Dožić, Danica Babić, Introduction to the Air Transport System, 2022
Milica Kalić, Slavica Dožić, Danica Babić
Wake Vortex Turbulence. Wake vortex, also known as wake turbulence, is defined as turbulence that is generated by the passage of an aircraft in flight. It can arise in several ways, e.g., it will be generated when the nose landing gear of an aircraft lifts off the runway on take-off, as in the case when the nose landing gear touches the ground during landing. However, potentially hazardous wake turbulence of an aircraft in flight is caused by wing tip vortices. Wake vortices are present behind every aircraft, they decompose quite slowly and are most dangerous to the following aircraft for several minutes after they have been generated (ICAO Doc 9426 1984). They are particularly severe when generated by large and wide-bodied jet aircraft.
Variable neighbourhood search for the integrated runway sequencing, taxiway scheduling, and gate reassignment problem
Published in Transportmetrica B: Transport Dynamics, 2023
Yu Jiang, Zhenyu Liu, Zhitao Hu, Honghai Zhang, Cheng Xu
The main factors influencing RSP are the number of runways and runway configuration. This paper only considers the runway sequencing of arrival aircraft in dual runway segregated parallel operation mode. The enforced minimum separation requirement due to wake vortex is the main constraint of runway sequencing. It is to ensure that the wake vortex generated by the previous aircraft has dissipated when the latter aircraft occupies the runway. The strength of wake vortex is mainly determined by the aircraft weight. The minimum separation between two arrival aircraft according to ICAO’s wake-turbulence categories is shown in Table 2 (Frankovich and Bertsimas 2013). We divide aircraft into two categories. represents aircraft arriving and departing during research period. While represents aircraft that arrive before the start time of research period but depart during research period. The objective of RSP is the total passenger delay, as shown in Equation (3), where is the decision variable.
Safety assessment of ‘RNP parallel approach transitions’: a new air traffic management operational concept. Part 1 – safety specification
Published in Safety and Reliability, 2018
Derek Fowler, Douglas Meyerhoff
The subject airport has two, closely-spaced parallel runways, which are currently employed in a segregated mode—i.e. the left-hand (LH) runway is used exclusively for arrivals and the right-hand (RH) runway for departures. The threshold (i.e. nominal touchdown point) for the RH runway is approximately 1 nm further on than the threshold for the LH runway. Therefore, if the descent angle for the two runways is the same (e.g. 3°) then the descent path followed by the aircraft on the right will always be approximately 320 ft higher than the aircraft on the left, until the latter touches down—this creates a generally favourable situation regarding the wake turbulence (WT) generated by the aircraft on the LH approach, irrespective of the horizontal position of any aircraft following on the RH approach, since the wake vortices nearly always sink until they make contact with the ground.