R. Perry, D. Hinton, R. Stuever, R. Perry, D. Hinton, and R. Stuever, “NASA wake vortex research for aircraft spacing,” in 35th Aerospace Sciences Meeting and Exhibit (1997), p. 57.

F. Holzäpfel and M. Steen, “Aircraft wake-vortex evolution in ground proximity: analysis and parameterization,” AIAA J.

Meas.

D. A. Hinton, “An aircraft vortex spacing system (AVOSS) for dynamical wake vortex spacing criteria.” (1996).

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.

F. Holzäpfel, “Probabilistic two-phase wake vortex decay and transport model,” J. Aircr.

Eng.

Ocean. P. W. Chan, J. Wurman, and P. Robinson, “LIDAR ground-based velocity track display analyses and surface observations of a vortex shedding event observed at the Hong Kong International Airport on April 11, 2011,” Atmosfera 30(4), 275–285 (2017). Technol.

H. Zhang, S. Wu, Q. Wang, B. Liu, B. Yin, and X. Zhai, “Airport low-level wind shear lidar observation at beijing capital international airport,” Infrared Phys.

Young, and A. Dolfi-Bouteyre, “Strategies for circulation evaluation of aircraft wake vortices measured by lidar,” J. Atmos. F. Holzäpfel, T. Gerz, F. Köpp, E. Stumpf, M. Harris, R. I. This paper evaluates the wake vortex characteristics using pulsed coherent Doppler lidar (PCDL) under near-ground effect (NGE).

Wingtip vortices hang in the air several minutes after an airplane passes. J. Aeronauti. Eng. 88(2), 206–214 (2016). Technol.

Song, and J. Yin, “Shipborne wind measurement and motion-induced error correction by coherent doppler lidar over yellow sea in 2014,” Atmos. T. Gerz, F. Holzäpfel, W. Bryant, F. Köpp, M. Frech, A. Tafferner, and G. Winckelmans, “Research towards a wake-vortex advisory system for optimal aircraft spacing,” C. R. Phys. F. Holzäpfel and M. Steen, “Aircraft wake-vortex evolution in ground proximity: analysis and parameterization,” AIAA J.

H. Zhang, S. Wu, Q. Wang, B. Liu, B. Yin, and X. Zhai, “Airport low-level wind shear lidar observation at beijing capital international airport,” Infrared Phys.

D. Hinton, “An aircraft vortex spacing system (AVOSS) for dynamical wake vortex spacing criteria,” (1996). V. Banakh and I. Smalikho, “Lidar Studies of Wind Turbulence in the Stable Atmospheric Boundary Layer,” Remote Sens. M. Lin, W. Huang, Z. Zhang, C. Xu, and G. Cui, “Numerical study of aircraft wake vortex evolution near ground in stable atmospheric boundary layer,” Chin. The FAA's overall plan is to slowly phase in more complex factors to allow reduced wake separation, in order to increase capacity.

The Final Option - Wait It Out. 30(6), 1866–1876 (2017). This article discusses the safety issues related to en-route wake vortex hazard. Aerosp.

6(4-5), 501–523 (2005). This movement creates a vortex or tunnel of air, rotating inwards behind the wing. F. Proctor, D. Hamilton, and J. Han, “Wake vortex transport and decay in ground effect-Vortex linking with the ground,” in 38th Aerospace Sciences Meeting and Exhibit (2000), p. 757.

Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Reliable ground system support functions to inform and warn Air Traffic Controllers of potentially hazardous wake encounters are not yet in operational use. Wingtip vortices occur when a wing is generating lift. A three-to-five-knot (3–6 mph; 6–9 km/h) crosswind will tend to keep the upwind side of the wake in the runway area and may cause the downwind side to drift toward another Category Super is currently being considered by ICAO;Even though the resolution to add the "Super" category is still under consideration, both the FAA and However, as of 24 April 2020, ICAO documentation refers to the A380 as being in Wake Turbulence Category "HEAVY", as can be seen by checking Aircraft Type Designators on this ICAO webpage: There is a number of separation criteria for take-off, landing and en-route phases of flight based upon Wake turbulence categories. It starts at 0'50 and lasts to the end of the recording.Wake Turbulence Recategorization Separation StandardsWake Turbulence Recategorization Separation Standards

S. S. Krause, Aircraft safety: accident investigations, analyses, and applications (McGraw-Hill New York, 2003). Young, and A. Dolfi-Bouteyre, “Strategies for circulation evaluation of aircraft wake vortices measured by lidar,” J. Atmos. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft. R. Frehlich and R. Sharman, “Maximum likelihood estimates of vortex parameters from simulated coherent Doppler lidar data,” J. Atmos. Eng. Meas. 10(8), 1219 (2018). Song, and J. Yin, “Shipborne wind measurement and motion-induced error correction by coherent doppler lidar over yellow sea in 2014,” Atmos. The FAA states that "a wind speed of 10 knots causes the vortices to drift at about 1,000 feet in a minute in the wind direction." T. Gerz, F. Holzäpfel, and D. Darracq, “Commercial aircraft wake vortices,” Prog. Ocean. 11(7), 4291–4308 (2018). Wake vortices spread laterally away from the aircraft and descend approximately 500 to 900 feet at distances of up to five miles behind it. V. Banakh and I. Smalikho, Coherent Doppler wind lidars in a turbulent atmosphere (Artech House, 2013). D. Jacob, D. Y. Lai, M. J. Pruis, and D. P. Delisi, “Assessment of WakeMod 4: A New Standalone Wake Vortex Algorithm for Estimating Circulation Strength and Position,” in 7th AIAA Atmospheric and Space Environments Conference (2015), p. 3176.

Meas. Ocean.

D. Jacob, D. Y. Lai, M. J. Pruis, and D. P. Delisi, “Assessment of WakeMod 4: A New Standalone Wake Vortex Algorithm for Estimating Circulation Strength and Position,” in 7th AIAA Atmospheric and Space Environments Conference (2015), p. 3176. Wind is a key factor in avoiding wake turbulence because wingtip vortices drift with the wind, at same speed as the wind.

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