## 1 Introduction  
The main mission of an aircraft carrier is to gain air and sea superiority with its carrier-based aircraft fleet. The safe landing of carrier-based aircraft/unmanned aerial vehicles (UAVs) is a core link in the aircraft carrier's combat system, and its safety and efficiency directly affect the lives of pilots, the effectiveness of integrated sea and air operations, and the combat effectiveness of the aircraft carrier formation. However, the safe landing of carrier-based aircraft/UAVs after completing their missions is a worldwide technical challenge. The reason is that the landing environment for carrier-based aircraft/UAVs is more difficult and dangerous than that for land-based aircraft. Unlike a land-based airfield, the island superstructure, flight deck, and hull of an aircraft carrier generate a turbulent airflow aft of the ship, characterized by large separated flow regions [1]. The airflow around the aircraft carrier induces complex deck wind and airwake behind the stern of the ship, increasing the difficulty of maintaining a precise and stable glide path for carrier-based aircraft/UAVs and making them prone to significant trajectory deviations [2]. For instance, in 1979, [PERSON] et al. found that when an F-4] (Phantom) fighter aircraft passed through the ship airwake field, its glide path dropped by approximately 1.8 m, and it deviated laterally from the ideal landing point by 38 m during landing [3]. According to a 1964 report by the US Navy, approximately 80% of all landing accidents and 25% of all landing attempts that result in either bolters or wave-offs in the US Navy can be attributed to inadequate vertical control [4]. The accurate and real-time perception and prediction of the high spatiotemporal resolution three-dimensional (3D) ship airwake behind the stern of an aircraft carrier is one of the important bases for correcting wind field mutations and maintaining precise flight paths during the approach and landing of carrier-based aircraft/UAVs. It is also a prerequisite for solving problems such as determining the optimal approach path and assessing the landing risks of carrier-based aircraft/UAVs. When carrier-based aircraft/UAVs enter the glide path corridor to execute the final approach, as shown in Figure 1, they often encounter low-altitude wind shear (LAWS), characterized by sudden changes in horizontal or vertical wind speed and direction due to the disturbance of the ship airwake at relatively low altitudes [5]. If the pilot or automatic control landing system (ACLS) fails to take corrective measures in time, significant landing deviations may occur. Once the flight path deviation is too large, it can easily result in the carrier-based aircraft failing to catch the arresting wire, leading to landing accidents [6; 7]. For instance, on 6 May 2025, one F/A-18 failed to land on the USS Truman due to its tailhook not catching the arresting wire, resulting in a crash into the sea. Traditional shipborne wind measurement devices and new Doppler wind Lidar (DWL) are both limited by spatial resolution (>30 m) and cannot provide the fine stern airflow field required for flight control. Although computational fluid dynamics (CFD) simulation can analyze the high spatial resolution ship airwake structure, it requires high computational resources and takes a long time for a single calculation, making it difficult to support real-time tactical decision-making needs. Therefore, developing a real-time perception prediction technology for the 3D ship airwake with meter-level and second-level response has become a key bottleneck for ensuring flight safety, improving the compatibility between ships and aircraft, and enhancing the air-sea integrated combat capability. Figure 1: Diagram of the carrier-based aircraft approaching the carrier. The real-time acquisition of wind speed and direction around ships is typically achieved using wind measurement equipment installed on the vessel.