## 1 Introduction
However, traditional detection methods, such as cup anemometers, sonic anemometers, radiosondes, sodars, and wind profiling radars, suffer from significant limitations, including low accuracy, small detection ranges, bulky equipment, and high costs [8]. These shortcomings make them inadequate for the comprehensive application requirements of high spatial resolution, high temporal resolution, and high accuracy 3D wind field remote sensing over the large glide path corridor during carrier-based aircraft/UAVs landings. DWL has emerged as the most effective remote sensing method for obtaining a 3D wind field under clear-sky conditions [9; 10; 11]. It has been widely applied in scenarios such as LAWS, clear-air turbulence, aircraft wake vortices, and other airflow fields [12; 13; 14; 15; 16]. DWL also shows considerable potential for application in detecting the airflow field around naval ships. However, remote sensing of 3D ship airwake using DWL within the glide path corridor with meter-level spatial resolution and second-level temporal resolution remains a challenge [17]. Under the existing technical frameworks, DWL faces a contradiction between high spatial resolution and high measurement accuracy due to limitations imposed by pulse width and window function width. At the same time, measures to reduce the measurement blind zone also introduce a new problem of reducing the maximum detection range [18]. The radial distance resolution of commercial DWL is typically on the order of tens of meters when the maximum detection range is fixed (e.g., the typical WindCube200s of Leosphere has a maximum detection distance of 6 km and a radial distance resolution of 25 m) [19]. Although advanced wind Lidar systems, such as single-photon Lidar and quantum Lidar, theoretically offer superior performance, these systems are still in the experimental stage [20]. Additionally, to meet the broad coverage requirements of the glide path corridor, volumetric scanning strategies of DWL (e.g., Plan Position Indicator (PPI) scanning at multiple elevation angles) are often adopted. However, the signal processing capacity of laser beams limits the temporal resolution of a complete volumetric scanning to several minutes. Thus, for the 3D fine ship airwake with meter spatial resolution and second temporal resolution required during carrier-based aircraft/UAVs landings, relying solely on improving the performance of DWL remains challenging. Another feasible method for obtaining the 3D airwake behind the stern of an aircraft carrier is through CFD numerical simulation. Compared to full-scale ship measurements and reduced-scale wind tunnel tests, the CFD method offers significant advantages in efficiency and cost, and its validity has been supported by extensive experimental data [21; 22; 23; 24]. Application of CFD methods to predict the turbulent ship airwake has been studied in the past, with considerable success [25; 26; 27]. [PERSON] et al. [28; 29] conducted a series of computations on amphibious assault ships (LHA-class) and nuclear-powered aircraft carriers (CVN-class). Their research investigated the effects of grid structure, geometric configurations, atmospheric boundary layer velocity gradients, and turbulence models on the ship airwake. Additionally, the independence of results from Reynolds numbers and Mach numbers was analyzed. The unsteady wake flow structures obtained from simulations were compared and analyzed against results from wind tunnel experiments and full-scale ship measurements. Similarly, [PERSON] et al. [30] used the Nimitz-class aircraft carrier model as the research object to analyze the air flow characteristics along the landing trajectory under different wind speeds and directions. In addition to isolated ship airwake studies, experts have also employed CFD simulation to study the coupled airflow fields of carrier-based aircraft and aircraft carriers [31; 32].