By W. L. Shields (auth.), John H. Olsen, Arnold Goldburg, Milton Rogers (eds.)
The blend of accelerating airport congestion and the advert vent of huge transports has prompted elevated curiosity in airplane wake turbulence. A quantitative knowing of the interplay among an plane 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 will depend on either the features of the subsequent plane and the features of the wake. a number of the inquiries to be responded are: What deter mines the complete features of the vortex wake? What homes of the subsequent airplane are vital? what's the position of pilot reaction? How are the wake features on the topic of the genera ting airplane parameters? How does the wake fall apart and the place? lots of those questions have been addressed at this primary plane Wake Turbulence Symposium subsidized via 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 provide their effects and alternate details. the hot effects from the assembly offer a present photograph of the kingdom of the data on vortex wakes and their interactions with different plane. Phenomena formerly considered as mere curiosities have emerged as vital instruments for realizing or controlling vortex wakes. the hot forms of instability happening in the wake may possibly in the future be used for selling early dis integration of the damaging 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
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.
This change in circulation is assumed to affect the wake as though it took place as a decrease in the circulation of the concentrated vortices, although in actuality the vorticity would be distributed over the volume of the wake. Since buoyancy will tend to make the upper surface of the oval cylinder unstable while stabilizing the lower surface, and since the descending cylinder is a bluff body, it is likely that most of the entrained mass of ambient fluid will be drawn in at the upper side of the oval.
The relationship between Ö and t is gkven by the Helmholtz vortex theorem. From the definition of O(t), the radius of the core, it is clear that c(ö,t)/C(o,t) = e -1 (50a) Ö JC (r, t) 2TTrdr = r[l - e- 1 ] cons t. (50b) o The conservation of mass then gives 2:rrR (t) (TT02 (t)) o Ö (t) 1: o0 [R (o)/R (t)] 00 2 const. 1.. ,.. ' o. 4 Fig. _---IMSCIO THEORY ~'JI. RI')/. -----~ INYISCID TMEORY tU/IIOa) Fig. 6 Variation of the effective size of the vor tex core L. T1NG 28 The condition fulfills eq. (4,4) without the diffusion tenn.
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 by W. L. Shields (auth.), John H. Olsen, Arnold Goldburg, Milton Rogers (eds.)