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“We Freeze to Please” upgrade to the IRT. Shortly after the upgrade was complete, the Boeing Airplane Co., the FAA, the Association of European Airlines, and the fluids manufacturers approached us about conducting an extensive joint test program in the IRT to evaluate the effects of ground de-icing/anti-icing fluids on takeoff aerodynamics. We eagerly agreed to this cru- cial international safety program. We knew that the upgraded IRT, with its modern control systems, could do the job. The IRT and its test crews performed flawlessly, prompting the Boeing engineers to remark that the IRT productivity was at least as high as their best performing wind tunnels. The IRT test results formed the basis for new ground de-icing regulations, which the FAA promptly promulgated to the air trans- portation industry. That winter, following the IRT tests, the airline industry was using the newly tested and approved fluids. The aerospace community came to regard the IRT as a unique national resource. In 1987, the American Society of Mechanical Engineers designated the IRT an “International Historic Mechanical Engineering Landmark” for its leading role in mak- ing aviation safer for everyone. When I retired from NASA in 1994, the IRT had long been one of NASA’s most heavily used windtunnels. Its annual test time of about 1,000 hours was divided nearly equally between government research and industrial develop- ment. In 2002, nearly 24 years after its “new” start, the IRT is now NASA’s busiest wind tunnel. The new icing program began with three NASA-funded study contracts, in which the U.S. aerospace industry told us what it needed. We, in turn, set up a program to address all of those needs. Its key objectives were as follows: 1. Develop computer codes that would: a) predict water droplet collection on air- craft surfaces, b) model the ice buildup on aircraft surfaces, and c) provide design tools for various ice-protection systems. 2. Assess and, where appropriate, experimentally evaluate some recently proposed ice-protection systems, such as microwave systems and electro-impulse systems. Fund the development of new ice-protection concepts through the proof of principle stage. 3. Assess and, where appropriate, experimentally evaluate new icing instruments for the detection of ice on aircraft and the measurement of super-cooled cloud properties in flight. Fund the development of new icing instruments and their calibration procedures through the proof of principle stage. 4. Upgrade the IRT to provide improved control of the air speed, air temperature, and super-cooled cloud properties. 5. Conduct aircraft flight tests to assess the effects of ice accretion on aircraft per- formance, to ensure that IRT test results accurately simulate natural icing, and to extend the existing database on the physical properties of super-cooled icing clouds. The aircraft should be fully instrumented for aircraft performance measurements and for cloud property measurements. viPDF Image | History of NASA Icing Research Tunnel
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