Analysis of the Vortex Wakes of the Boeing 727, Lockheed L-1011, McDonnell Douglas DC-10, and Boeing 747 Aircraft
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Analysis of the Vortex Wakes of the Boeing 727, Lockheed L-1011, McDonnell Douglas DC-10, and Boeing 747 Aircraft

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  • Creators:
  • Corporate Creators:
    Aeronautical Research Associates of Princeton, Inc.
  • Corporate Contributors:
    Transportation Systems Center
  • Subject/TRT Terms:
  • Publication/ Report Number:
    A.R.A.P Rept. 245
  • Resource Type:
    Tech Report
  • Geographical Coverage:
    New Jersey
  • Edition:
    Final report; Jun 1974- Jul 1975
  • Corporate Publisher:
    Transportation Systems Center
  • NTL Classification:
    NTL-AVIATION-AVIATION;NTL-AVIATION-Air Traffic Control;NTL-AVIATION-Aviation Safety/Airworthiness;
  • Abstract:
    A study has been made of the vortex wakes behind Boeing 727, Lockheed L-1011, McDonnell Douglas DC-10, and Boeing 747 aircraft in several flight configurations. An analytical method is developed for the computation of the wake vortex patterns and their velocity profiles for these aircraft. The method, which is based on Donaldson's extension of the Betz method for an inviscid wake, is further modified herein to include the effects of distributed wing drag and the computation of axial velocity profiles. Comparison are made between wake vortex swirl velocity profiles computer for these aircraft and corresponding measurements made by the FAA in full-scale flyby tests at NAFEC . The results indicate that the inviscid calculation works well for simple wakes containing one predominant pair of vortices, such as those shed with the aircraft in its cruise or holding configuration. With flaps deployed for take-off or landing, the aircraft, because of the segmented design of their flaps, produce complex wakes, which may contain as many as five pairs of vortices. Agreement between computed and measured profiles for these cases is not satisfactory, and it is surmised that under these conditions the actual vortices tend to merge through the action of turbulent transport. Thus, the measured profiles, in many cases, appear to represent vorticity concentrations that are the result of two or more vortices merging together. It is concluded that the effects of drag on the inviscid structure of the vortices are small. Although there is a reduction in peak swirl velocities, this effect is confined to a small radial region. It is recommended that further efforts be made to understand the role of turbulent transport in the merging of vortices due to complex wing loadings, since it appears that this phenomenon is of major importance in the reduction of wake hazard.
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  • Funding:
    DOT-TSC-845
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