V ORTICES are interwoven into the fabric of fluid mechanics transporting mass momentum and energy in the majority of natural and industrial flows. In technology these are either produced deliberately to accomplish the task, improve the function of devices, or emerge as a parasitic by-product of fluid motion. Aeronautical applications are very susceptible to these flow manifestations. Consequences of lift, tip vortices cause considerable drag, noise, and/or hazard in fixedand/or rotating-wing aircraft. Although complicated in nature simple mathematical models are routinely used to elaborate on some of their fundamental properties [1,2]. It is a well-known fact that, irrespective of the host flowfield, intense vortices are analogous. Theoretically, intense (or strong) vortices are those where the tangential velocity component is orders of magnitude larger than the radial and axial. In practice, however, the property is also maintained by vortices where the swirl velocity component is dominant, but not necessarily of a magnitude enormously greater than the other two. Under these conditions the vortex appears to develop in amanner that the swirling action ignores the secondarylike flow in the azimuthal plane. Consequently, simple Rankine-like formulations have been used widely to model a variety of geophysical, wingtip, cyclone chamber, ship propeller, intake, and other types of vortices. The physics of laminar vortices is relatively well known. Simple exact solutions of the Navier–Stokes equations are due to Rankine [3], Oseen [4], Lamb [5], Burgers [6], and others. Every one of them represents a possible solution, applicable to low vortex Reynolds numbers (Re ) defined as the total circulation divided by the kinematic viscosity. In antithesis, our grasp reduces exponentially for turbulent vortices. Certainly this is not accidental. Turbulent flows are considerably more complex both analytically and experimentally. Even today the turbulent vortex is among the not very well-explored territories in aerodynamics. Not long ago, Ramasamy and Leishman [7] examined turbulent helicopter tip vortices using state of the art instruments and experimental techniques. Their high-resolution visualizations revealed that these types of whirls display the already familiar path to turbulence (probably slow, through spectral development). Inside the core, they have confirmed that helicopter tip vortices do enjoy laminarlike conditions. Approaching the core from the origin, past the laminar core and when a critical local Reynolds number is reached, the flow enters a transition region. This condition persists until a second critical Reynolds number where the flowfield changes into the “turbulent state” at larger radii. Most important of all, the accompanied high-fidelity velocity data (at Re 48; 000) exposed the following particular behavior for the azimuthal velocity component. In the region where the vortex is turbulent, the velocity decreases at a rate noticeably smaller than that of a laminar vortex. As a consequence of the new experimental evidence it became amply evident that high Re helicopter tip vortices cannot be modeled by the laminar formulations of the past. Instead one has to seek analytical representations of the phenomenon where at least the most fundamental effects of turbulence are included. Previous, theoretically more involved developments on the subject are those of Newman [8], Inversen [9], Tang [10], and Ramasamy and Leishman [7]. Here we present a new simple mathematically convenient formulation that accounts for the flattening effect in the tangential velocity profile.