## 3 Results and Discussion
The dynamic pressure at Y = 600 cm is above 200 Pa on the \"F\" lines, while it remains below 200 Pa on the \"B\" lines. At Y = 520 cm, the \"F\" lines can reach up to 150 Pa, contrasting with the \"B\" lines which stay below 150 Pa. At Y = 400 cm, the \"F\" lines stay below 50 Pa, while the \"B\" lines are above 50 Pa. For the pressure plot, similarities are seen on the front and rear axis plane. Variations between the front (F) and rear (B) data are observed due to the structural design of the UAVs illustrated in Figure 4:6  
The turbulence kinetic energy (TKE) contours generated from three distinct planes are shown in Figure 4:7 The contours obtained from the rear plane are shown in Figure 14, those from the mid-plane in Figure 14, and those from the front plane in Figure 4:8 A discernible increase in turbulence kinetic energy is observed amidst the UAVs. Upon close examination of the contours derived from the mid-plane, it is observed that the TKE can reach up to approximately 80 m\({}^{2}\)/s\({}^{2}\) in proximity to the UAV fuselages. The TKE values obtained over horizontal and vertical lines are presented in Figures 15 and 16, respectively. Notably, the peak levels of TKE are observed under the UAV body due to the flow dynamics developing under the propellers. Figure 4:9 Pressure and dynamic pressure on vertical lines. Figure 5:0 Turbulence kinetic energy contours: (**a**) rear plane; (**b**) mid-plane; (**c**) front plane. Figure 5:1 Turbulent kinetic energy on horizontal lines. The distribution of turbulence kinetic energy (TKE) over horizontal lines is illustrated in Figure 5:2 The lines Y600-Y525, Y580-Y505, and Y560-Y485 are positioned 20, 40, and 60 cm below the rotation centers of the propellers, respectively. The X positions of the propeller centers are at 220, 245, 320, and 345 cm. In these regions, the TKE reaches a maximum of 23 m\({}^{2}\)/s\({}^{2}\). Also, TKE values are increased closer to the propeller tips of the UAVs. When the graphics are examined, at the center of the vehicles (on X 282.5 cm), the TKE is zero on the Y600 line while it increases to 4 m\({}^{2}\)/s\({}^{2}\) on Y580 and up to 6 m\({}^{2}\)/s\({}^{2}\) on Y560. After the vehicles positioned below, the TKE reaches 6 m\({}^{2}\)/s\({}^{2}\) at Y525, \(\sim\)4.5 m\({}^{2}\)/s\({}^{2}\) at Y505, and rises to 6 m\({}^{2}\)/s\({}^{2}\) at Y485. In addition, the TKE distribution that developed on Y580 decreases close to the propellers of lower-row vehicles at X 260 cm and 305 cm on the Y560 line. Also, it is observed that the TKE distribution of the lower row vehicles (Y485) increases compared to the vehicles at the upper row (Y560). The distribution of turbulence kinetic energy obtained from vertical lines is illustrated in Figure 5:3 In this plot, the UAV propeller axes are positioned at Y values 620 cm and 545 cm. After the upper row vehicles, TKE values reach up to 16 m\({}^{2}\)/s\({}^{2}\), while after the lower vehicles, these values are increased to over 20 m\({}^{2}\)/s\({}^{2}\). The TKE between UAVs reaches up to 6 m\({}^{2}\)/s\({}^{2}\) at the X282.5 line. The TKE generated by the swarm UAVs decreases below 5 m\({}^{2}\)/s\({}^{2}\) at Y = 400 cm.