A320 engine cowl question

[VNee]

Hi guys & gals,

Just a quick question, if you look at the following JPG:
http://i175.photobucket.com/albums/w...happy/A320.jpg

What is the tab/fin on the 2 o'clock position on the
outside of the cowling (circled in yellow) ? I realize that
this might be a question for an aerodynamicist but I
figured that I'd take a chance anyway. Also, I've looked
around for an existing answer but came up empty
handed. Apologies if I missed something obvious.

Cheers,
-VNee

[HZ123]

I think they are called CHINES and they improve airflow around the engine. In the main i think they are found mainly on Airbus a/cI.

[perkin]

This has been asked a few times before (possibly by me, once), but I'm not sure of keywords you could use to search for the thread. My understanding is these devices are positioned such that they create a vortex which passes over the upper surface of the wing, creating additional lift. Its very apparent in damp conditions as you can clearly see the vortex which is composed of 'fog'. Hope this helps - a flier can probably go into more detail than me, but I think I've got the basic principle correct...

[IFixPlanes]

Text is in German but i think the drawing say enough:

[sidestick driver]

The A340-500 has them on its engines as well. Look carefully and you will see them to.

http://www.!!!!!!!!!!!!!!/open.file?i...ext_id=1176258

[barit1]

I think the DC-10 was one of the earlier applications. Also DC-8-70 series and MD-11.

[CV880]

I recall reading a Douglas article about the chines on the DC10 that stated the reason they were fitted was to prevent spilllage of disturbed airflow off the nosecowl at high angles of attack impacting the leading edge inboard of the pylon affecting lift and increasing landing speeds/distance. Douglas started out with much longer chines that ran over the fan cowl as well as the nosecowl and steadily shortened them until they achieved the desired landing performance with the shortest chines. They were only required on the inboard side but as the nosecowls were not "handed" they were fitted on both sides so the cowl could be used on L or R engines without modification. I think there are some aircraft models around where you do have to remember to relocate the chine to the inboard side if swapping cowls L to R.

[VNee]

Thanks for all the information!

A quick note to express my Thanks.
All the information (especially the diagram) is
much appreciated. I will now try to book my next
A320 flight on a foggy day (to observe the chines
in action, of course!). You folks are a great bunch.
Regards from Canada

[ashish3287]

I Think The Diagram Explains Evrything.thaks

[pleiades]

fantastic answers!

thank you for asking the question I have wanted to for ages!
interestingly enough, the only place I have noticed them is on the Boeing fleet, 73s and 77s.

try out:

http://www.!!!!!!!!!!!!!!/open.file?id=1190624&size=L

and

http://www.!!!!!!!!!!!!!!/open.file?id=0765848&size=L

I thunk thuuur puuuuurdy

[john_tullamarine]

Main consideration is big engine cowl .. near the wing ... wake doesn't have room to pass under the wing so one needs to control it at high alpha. End result can be a moderate stall speed delta.

There are some useful links in the Tech Log sticky for chines (or, if you like, big VGs)