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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Analysis of the Vortex Wakes of the Boeing 727, Lockheed L-1011, McDonnell Douglas DC-10, and Boeing 747 Aircraft</title>
      <link>https://trid.trb.org/View/1516314</link>
      <description><![CDATA[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. Comparisons are made between wake vortex swirl velocity profiles computed for these aircraft and corresponding measurements made by the Federal Aviation Administration (FAA) in full-scale flyby tests at the National Aviation Facilities Experimental Center (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, these 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.]]></description>
      <pubDate>Tue, 03 Jul 2018 17:41:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1516314</guid>
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    <item>
      <title>PSA's TriStars</title>
      <link>https://trid.trb.org/View/985904</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 10 Nov 2010 12:27:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/985904</guid>
    </item>
    <item>
      <title>TriStar tankers</title>
      <link>https://trid.trb.org/View/985253</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 10 Nov 2010 12:18:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/985253</guid>
    </item>
    <item>
      <title>BWIA transition from TriStar to Three-Forty</title>
      <link>https://trid.trb.org/View/984696</link>
      <description><![CDATA[]]></description>
      <pubDate>Wed, 10 Nov 2010 12:11:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/984696</guid>
    </item>
    <item>
      <title>END OF THE ATLANTA TRISTARS</title>
      <link>https://trid.trb.org/View/592038</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Tue, 27 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/592038</guid>
    </item>
    <item>
      <title>L-1011 AIRPLANE CHARACTERISTICS: AIRPORT PLANNING.</title>
      <link>https://trid.trb.org/View/579237</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Tue, 27 Oct 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/579237</guid>
    </item>
    <item>
      <title>DELTA TO RETIRE L-1011S, ADD BOEING 767S</title>
      <link>https://trid.trb.org/View/559744</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Fri, 11 Apr 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/559744</guid>
    </item>
    <item>
      <title>REJUVENATING STORED AIRCRAFT -- L-1011..</title>
      <link>https://trid.trb.org/View/554576</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Tue, 11 Jul 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/554576</guid>
    </item>
    <item>
      <title>TRISTAR, QUEEN OF DELTA'S FLEET /</title>
      <link>https://trid.trb.org/View/546965</link>
      <description><![CDATA[SUBTITLE: DELTA AIR LINES HAS OPERATED THE LOCKHEED L-1011 TRISTAR AIRLINER FOR MORE THAN 20 YEARS, AND LOOKS SET TO CONTINUE FLYING THIS FLEXIBLE AND RELIABLE AIRCRAFT FOR MANY YEARS TO COME...]]></description>
      <pubDate>Thu, 29 Sep 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/546965</guid>
    </item>
    <item>
      <title>PASSENGER-TO-FREIGHT CONVERSIONS COULD GIVE L-1011 SECOND LIFE.</title>
      <link>https://trid.trb.org/View/519773</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 15 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/519773</guid>
    </item>
    <item>
      <title>U.S.-U.K. TEAM TO DEVELOP CIVIL CARGO VERSION OF TRISTAR.</title>
      <link>https://trid.trb.org/View/518130</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Tue, 14 Sep 1993 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/518130</guid>
    </item>
    <item>
      <title>FIRST CHICAGO LAUNCHES TRISTAR 150 PROGRAMME</title>
      <link>https://trid.trb.org/View/326489</link>
      <description><![CDATA[MODIFICATION OF L-1011S TO INCREASE OPERATING WEIGHT]]></description>
      <pubDate>Sat, 30 Jun 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/326489</guid>
    </item>
    <item>
      <title>BRITISH CARGO CONVERSION OF TRISTAR OFFERED TO AIRLINE OPERATORS</title>
      <link>https://trid.trb.org/View/321875</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 31 Jan 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/321875</guid>
    </item>
    <item>
      <title>BRITISH L-1011 ACCIDENT REPORT RAISES QUESTIONS ON BRAKING DATA</title>
      <link>https://trid.trb.org/View/251394</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/251394</guid>
    </item>
    <item>
      <title>TRISTAR UPGRADE COULD IMPACT DC-10</title>
      <link>https://trid.trb.org/View/236588</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 31 Dec 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/236588</guid>
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