Vortex safety when flying at an assigned flight level

Air traffic intensity between countries and within individual countries is increasing year by year. As a rule, airways follow the same routes. As a result, so-called “roads in the sky” are formed. And where there are roads, there are bumps by the time, in the form of CAT, updraughts and downdraughts and increased turbulence. Horizontal and vertical separation plays an important role in ensuring flight safety on route. Currently, a variety of regulatory documents, defining safe separation at the flight level, has been adopted. Thus, provided there is turbulence in the vortex wake, longitudinal separation is based on the arrangement of aircraft types by three categories according to their maximum certified take-off weight. Since November 2011, the Western standard of vertical separation RVSM (Reduced Vertical Separation Minimum) has been introduced in Russia. Vertical separation is the distance between the vertical flight levels on route. Previously, this distance amounted to 600 m (2000 ft), but due to the increasing intensity of air traffic, it was decided to reduce the vertical separation to 300 m (1000 ft). Hence, at the most common flight level, the vertical separation is 300 m. The question arises if this separation ensures the safety of air transportation? The fact is that the altitude of the flight level does not necessarily coincide with the actual aircraft height. Aircraft altimeters are, inherently, calibrated barometers, that calculate the altitude by the difference in pressure on the ground and in the air. To calculate the height above ground, it would be necessary to constantly input atmospheric pressure data to altimeters at each waypoint and take into consideration the waypoint altitude above the sea level. Consequently, it is customary to use standard pressure. If the same pressure values are set on the altimeter on all aircraft, then, altitude readings on the instrument at an assigned point of airspace will be similar. Therefore, from a certain moment during the climb (transition level) to a certain moment during the descent (transition level), the aircraft height is calculated according to the standard pressure. The value of the standard pressure (QNE) is the same all over the world and amounts to 760 mmHg (1013.2 hectopascals). Thus, the flight on route is controlled by an altimeter, a barometric altimeter, which is comprised into the integrated flight and navigation system. An analysis of the instrument accuracy shows that when atmospheric pressure drops, altimeter readings may differ from true reading by ±100 m. It is known that a trailing vortex forms behind a flying plane. By the time, the trailing vortex descends and may be found at another flight level. May this cause air bump at the flight level? To answer this question, the A-380 aircraft was chosen as the object of research. This is one of the largest aircraft in the world. Therefore, the study of a trailing vortex behind the A-380 at the flight level, as the most dangerous in terms of the impact of its trailing vortex on other aircraft, will allow us to understand how safe and reasonable the accepted vertical and horizontal separation is. For the study, the special computational software system, based on the discrete vortex method, was used. This complex has passed the evaluation test and the state registration. 

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