By W. L. Shields (auth.), John H. Olsen, Arnold Goldburg, Milton Rogers (eds.)
The mix of accelerating airport congestion and the advert vent of huge transports has brought on elevated curiosity in plane wake turbulence. A quantitative figuring out of the interplay among an airplane and the vortex wake of a previous plane is important for making plans destiny excessive density air site visitors styles and keep watch over platforms. the character of the interplay is determined by either the features of the next plane and the features of the wake. many of the inquiries to be spoke back are: What deter mines the entire features of the vortex wake? What homes of the subsequent plane are very important? what's the function of pilot reaction? How are the wake features relating to the genera ting airplane parameters? How does the wake crumble and the place? a lot of those questions have been addressed at this primary plane Wake Turbulence Symposium subsidized via the Air strength workplace of Sci entific learn and The Boeing corporation. staff engaged in aero dynamic learn, airport operations, and tool improvement got here from a number of count number ries to provide their effects and alternate info. the recent effects from the assembly offer a present photo of the country of the data on vortex wakes and their interactions with different airplane. Phenomena formerly considered as mere curiosities have emerged as very important instruments for knowing or controlling vortex wakes. the hot kinds of instability taking place in the wake might someday be used for selling early dis integration of the detrimental dual vortex structure.
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Additional info 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
It has been found that the motion of such a vortex system is governed by a parameter Q which depends on the initial circulation and vortex spacing, on the atmospheric stability, and on the entrainment parameter. The nature of the transport follows one of two patterns, depending on whether Q is less than or greater than a critical value Qcrit. If Q < Qcrit, the circulation decreases more rapidly than the momentum and the vortices separate as they descend to an equilibrium level. If Q > Qcrit, the momentum of the vortices decreases more rapidly than the circulation and, after an initial period of slow divergence, the vortices attempt to converge as they descend.
The leading term in the out er solution is given by the classical inviscid theory. The inner solution removes the singularities of the inviscid theory at the vortex line regardless of the vorticity distribution in the viscous core. The velocity of the vertex line, except in the two dimensional case, depends on the vorticity distribution. For the same vorticity distribution at each instant the present theory and the classical inviscid theory yield the same velocity for the vortex line; however, the latter fails to account for subsequent diffusion of vorticity in the small vortical core.
Smith, T. , and P. B. , Final Report to Dugway Proving Ground, Dugway, Utah, Cont. DA-42-007-CML-545, 1963. 3. 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.