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 airplane and the vortex wake of a previous airplane is critical for making plans destiny excessive density air site visitors styles and keep an eye on structures. the character of the interplay is determined by either the features of the next plane and the features of the wake. the various inquiries to be replied are: What deter mines the total features of the vortex wake? What houses of the next airplane are vital? what's the function of pilot reaction? How are the wake features regarding the genera ting airplane parameters? How does the wake crumble and the place? lots of those questions have been addressed at this primary plane Wake Turbulence Symposium backed via the Air strength place of work of Sci entific study and The Boeing corporation. employees engaged in aero dynamic study, airport operations, and software improvement got here from a number of count number ries to give their effects and alternate details. the recent effects from the assembly supply a present photograph of the country of the data on vortex wakes and their interactions with different plane. Phenomena formerly considered as mere curiosities have emerged as very important instruments for realizing or controlling vortex wakes. the recent kinds of instability taking place in the wake may well someday be used for selling early dis integration of the unsafe 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
53) and th-; additional vortieity ,(1) is equal to _~*(l)/Ro. so (t, t) sine} (55b) (55e) The only nonhomogeneous eondition of eq. (55e) suggests the de- 30 pendence of L. TING *(1) on e, i. e. (56 ) The governing equations for the Fourier components are: '(57) for k=l 2 with C (1) = ,. (1) and R ,. (1) and the operator , <>13 "11 o"lk (*) = [Cf Id? + (l/r)d/dr - (1/I'")]. , 11(1) k \ t, t, r) ~ and eq. where Atc (r, t j fur k=1,2 (58) (57) becomes As =A1 a power _ k - ( - 1 ) VR (t, t) and . ser~es, are separation constants.
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.
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. Figure 5 shows the differences between the trajectories of the viscous theory and the inviscid theory. The differences are more pronounced for smaller core size. Figure 6 shows the variation of the core size 6(t) = (4VT)~ defined by eq. (50a or b). The size in the inviscid theory does not change except during the passage over the doublet.
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.)