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Aerospace 2020, 7, 123 2 of 15 flight safety. For instance, icing on the wing surface changes the wing shape and surface roughness, which negatively affects aerodynamic performance. Moreover, icing on measuring instruments also increases the risk of aircraft accidents. Generally, icing phenomena strongly depend on many factors. Between them, three factors, namely the liquid water content (LWC), ambient temperature, and droplet size, are considered important for predicting icing. Here, LWC represents the amount of condensed water per volume unit, whereas the medium volumetric diameter (MVD) represents the typical droplet size. The ambient temperature affects the ice characteristics. Thus, glazed and rime ice form under relatively high and low ambient temperature conditions, respectively. Rime ice refers to super-cooled droplets that impinge on the wing and freeze instantaneously, glaze ice refers to the water film created by an impinged droplet running back along the wing and freezing, and the runback phenomenon is the liquid film flows downstream without icing. The former and latter icing phenomena occur at low (less than −15 ◦C) and relatively higher temperature (more than −10 ◦C) conditions, respectively. Additionally, relatively large droplets, including super large droplets, are well known to exhibit complex droplet behavior, such as droplet splash and bounce [1,2]. With regard to accident prevention, many experimental and numerical studies have been conducted. From the viewpoint of financial and temporal cost, the development of a prediction method for icing is urgently needed. Therefore, many models for predicting the ice shape have been proposed. The Glen Research Center [3] developed the LEWICE code, which estimates the icing amount, position, and shape. Subsequently, the LEWICE code was expanded into the three-dimensional LEWICE3D code [4], which has been widely used to predict both aircraft icing and icing on the rotating blades [5]. Similar studies on the development of icing code have been conducted worldwide [6–8]. De- and anti-icing methods have been investigated not only for airfoils [9], but also wind turbines [10]. Notably, accidents have occurred 583 times from 1982 to 2000 [11]. Although the total number of icing accidents is relatively small, it is not negligible. Hence, the Federal Aviation Administration (FAA) [12] has provided regulations for avoiding icing during cruise flight. However, the decrease in aerodynamic performance by the icing has been reported, even under unregulated conditions [13]. Therefore, the development of anti- and de-icing devices is very important to ensure that aircraft safety is not compromised by icing. To develop de- and anti-icing devices for aircraft wings, several techniques have been proposed and implemented in aircraft. Bleed air [14–16] prevents icing by heating up the wing surface using warm air supply from the compressor. However, the system and design are complicated. De-icer boots [17] deform the rubber on the wing surface by supplying compressed and decompressed air, but this is only effective for a specific ice thickness. Anti-freezing liquid [18,19] has also been used, although it is not environmentally efficient. Recently, electric heaters have been introduced to aircraft, owing to their easy setting, environmental efficiency, and promotion of aircraft electrification. Al-Khalil et al. [20] conducted experimental and numerical investigations in order to assess the anti-icing performance of an electric heater on the NACA 0012 airfoil and reported the effect of different heating temperatures. Reid et al. [21] conducted numerical simulation for an electric-thermal de-icing system and obtained results that are in excellent agreement with experimental data. Additionally, they reported the temporal variation of surface temperature in the de-icing process. Bu et al. [22] conducted an icing simulation for an airfoil considering the energy conservation law with the heat flux from the wing surface and demonstrated the validity of their model by comparing the obtained results to the experimental results. Zhou et al. [23] conducted an experimental study and applied a dielectric barrier discharge (DBD) plasma actuator as a de- and anti-icing device. They confirmed that the heating effect of the DBD plasma actuator is effective under glaze-icing conditions, and even prevents icing close to the leading edge under rime-icing conditions. However, icing still occurs behind the heater, owing to water film runback. Mu et al. [24] suggested a mathematical model comprising water film runback dynamics, energy balance theory, and conjugate heat transfer model for an electrothermal heater. Their resultsPDF Image | Anti-Icing Electric Heaters for Icing on the NACA 0012 Airfoil
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