Posts about: "Vortex AoA" [Posts: 3 Page: 1 of 1]¶

Hi Nick,
Your questions were already partly answered by NW1.
The solution was indeed in those two narrow strakes on the nose that generated a vortex on either side, the higher the AoA, the stronger.
Those two vortices "folded upwards", well before the leading edge of the wing, and around to the top of the fuselage, where they "stuck down" the air flow right to the end.
Hence the vertical tail was not "blanketed" by disturbed/turbulent air from the fuselage, and remained effective even at quite high angles of attack.

It was certainly a clever solution... but not new.
As stilton said, it was already used on the MD80.
On Concorde they had already been tested in the windtunnel and found to be effective, so if you look at photos of prototype 001 on its very first flight you will see they're already in place.

Vortices are funny things... usually you don't see them, but they contain quite a lot of energy and persist for quite a long time before dissipating. That's why those two small planks on Concorde work so well.

CJ

twochai

I would say that it was. Remember that the design went through several phases before it was finalised and we did an awful lot of testing and tweaking of the detailed geometry to eliminate a gradual pitch-up and to increase the vortex lift at any given AoA, so by the time we defined the production aircraft wing we knew pretty well all there was to know about vortex development from the AoA at which it started right through to the AoA at which the vortices burst.

The BAC221 didn't contribute much to the details of this understanding as it was rather too late to help in prototype definition and the production development was all about the details of planform, camber and twist. But then the 221 wasn't intended to study vortex development; it was built to examine the handling characteristics of slender ogee wings at supersonic speeds.

CliveL

Although the Concorde site describes them as slats, the LE changes were a simple LE droop as shown in the Concorde 'B' site sketch.

The intention was to give some forward facing area (at low speed) so that the LE suction had something to work on and give "LE thrust". The AoA for vortex generation would have been delayed, but the net effect was to reduce TO drag and hence power required in noise abatement climb. For cruise the LE went back to its normal position of course.

The original prototype had a similar LE droop to the Concorde 'B' (but a bit less extreme). It was changed when it was found that the droop generated an underwing vortex at low AoA (towards zero 'g') at supersonic speeds and that this vortex went down the intake with unpleasant effects on engine face distortion. This could be avoided with the moveable LE.