By W. L. Shields (auth.), John H. Olsen, Arnold Goldburg, Milton Rogers (eds.)
The mix of accelerating airport congestion and the advert vent of enormous transports has brought on elevated curiosity in airplane wake turbulence. A quantitative knowing of the interplay among an plane and the vortex wake of a previous plane is critical for making plans destiny excessive density air site visitors styles and keep an eye on structures. the character of the interplay relies on either the features of the subsequent airplane and the features of the wake. a number of the inquiries to be replied are: What deter mines the complete features of the vortex wake? What houses of the subsequent airplane are very important? what's the function of pilot reaction? How are the wake features regarding the genera ting airplane parameters? How does the wake fall apart and the place? lots of those questions have been addressed at this primary airplane Wake Turbulence Symposium backed by means of the Air strength place of work of Sci entific examine and The Boeing corporation. staff engaged in aero dynamic learn, airport operations, and device improvement got here from a number of count number ries to offer their effects and trade info. the recent effects from the assembly offer a present photograph of the kingdom of the data on vortex wakes and their interactions with different airplane. Phenomena formerly considered as mere curiosities have emerged as vital instruments for figuring out or controlling vortex wakes. the hot varieties of instability taking place in the wake may possibly in the future be used for selling early dis integration of the dangerous dual vortex structure.
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Extra resources for Aircraft Wake Turbulence and Its Detection: Proceedings of a Symposium on Aircraft Wake Turbulence held in Seattle, Washington, September 1–3, 1970. Sponsored jointly by the Flight Sciences Laboratory, Boeing Scientific Research Laboratories and the Air F
Andrews, W. " Paper presented at Symp. on Aircraft Wake Turbu1ence, Seatt1e, September 1-3, 1970. 4. MacCready, P. " Paper presented at Symp. on Aircraft Wake Turbu1ence, Seatt1e, September 1-3, 1970. 5. Turner, J. " J. , I (1960), 419-432. 6. Lamb, Sir Horace, Hydrodynamics. York, 1945, pp 221-222. 7. " Bull. Amer. Meteor. , 50 (1969), 719. 8. Lamb, op. , pp 161-162. 9. Prandt1, op. , pp 194-195. 10. " Quart. J. Roy. Meteor. , ~ (1959), 144-151.
46), on1y the defini tion of 1l or T3 is changed by eq. (8Sb). By comparison with eq. 442 - 1;. R,n(4rTs ) and eq. 442 is an invari6mt number for the simi1ar solution. 558 in eq. R,n (8Ro )-1. The cornparisons between the viscous and the inviscid theories made in section 3 app1y also in the present case. Since eq. (78) does not contain any viscous term exp1icit1y, the velocity of the vortex 1ine given in the present analysis will agree with inviscid theory for each instant provided the same vorticity distribution is assurned for the inviscid theory.
Vortieity distribution. lution forT;~) Its solution depends on the With a similar solution for ,(0), the so- is also similar and r(2) behaves for large r as Comparison with eq. (28) shows that the term r- a will induee an extra outer solution of quadrupoles of the order of e4 and are proportional to the loeal nonuniformity of the flow field $*. These quadrupoles are absent in the elassieal inviseid theory. Details for the derivations of eqs. (29) are given in ref. 6. The eonstant 35 for the r- a term in eq.