OG,
The images really were to illustrate the location of the lift rollup, so we are saying the same thing. The flap edge condensation is a good indicator to illustrate that the vortex is not generated at the wingtip.
While there may be discontinuities shown at the wingtips or flap edges, it is really the rollup vortex that is the issue.
Flap settings on final have a significant impact on vortex strength. The same 737-800, weighing the same, will make a much different vortex with flaps 30 than 40. Variants with outboard flaps will make a different vortex than ones with inboard (such as 737-400 vs 737-800)
The major finding of the measurements is the issue with b0. Those really nice images of the wake diagram go to hell real quickly when the wheels go down on a large ac. Break that center wing pressure couple, and the vortices act independently, and roll outward quickly. Crow instability gone.
Given that, consider how effective a half module test is?
In conversations with NASA, DLR, etc...there has never been a model or a test where the aircraft is crabbing sideways in a crosswind. The nice diagrams where the crosswind causes the vortices to drift sideways, and the foundation for closely spaced parallel runways, is completely wrong, shown by actual measurements.
As noted y mnay posters regarding the general assumptions of winglets and vortices, if all of the aerodynamics were understood, why is vortex generation and transport completely mis-understood.
In regards to AoA, I would have to question that, as I frequently notice an attack angle of about 6 degrees at the beginning phase of a long haul enroute flight, dropping to around 3 degrees near end of the enroute phase.