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“We Freeze to Please” researchers first conducted aerodynamic tests on the model, with and without the de- icer installed, to obtain drag measurements. For the icing runs, they used angles of attack of 0° and 4°, with airspeeds of 150 to 300 miles per hour and air temperatures of 0°, 10°, and 20°F. The icing cloud contained an effective droplet size of approxi- mately 35 microns and a liquid water content of 2 grams per cubic meter. Ice covered the entire area of the de-icer system, Gowan and Mulholland noted, “and is considered an extreme maximum icing condition, which probably would be experienced in the atmosphere only intermittently.” This condition, thus, could be considered “a severe test” of the de-icer. The aerodynamic tests showed that when the de-icer was installed with no tubes inflated, drag increased 140 percent over a bare airfoil. This increased to a maximum of 620 percent with tube inflation. The thermal-pneumatic system, however, when oper- ated on a 2-minute inflation cycle and with continuous electric heating of the leading edge, prevented excessive ice formation. Small scattered residual ice remained after infla- tion, but was removed intermittently during later cycles. The system showed a good deal of promise and merited further development.19 Another major project in the tunnel involved experiments on two systems that were designed to prevent ice from forming on propellers. The slinger rings currently in use, which delivered de-icing fluid to the propellers by means of centrifugal force, worked under only limited conditions. The application of heat held out better possibilities. Researchers Vernon E. Gray, Donald R. Mulholland, and Porter J. Perkins tested three types of gas-heated hollow-steel propeller blades that had been mounted on a cut- off P-39 Bell Airacoba fuselage in the first diffuser section of the tunnel. To simulate icing, they used a ring of water spray with an average droplet size of 55 microns and an average liquid water content of 0.5 grams per cubic meter. Temperatures in the tunnel ranged from -9° to 23°F. They found that a minimum heat input of 40,000 Btu per hour per blade would afford adequate ice protection.20 Researcher James P. Lewis used the same test apparatus to examine two electro- thermal systems for propeller ice protection. One method used external rubber-clad 19 Gowan and Mulholland, “Effectiveness of Thermal-Pneumatic Airfoil Ice-Protection System,” NACA RM E50K10a (1951). The authors noted that the research, which was done in 1945, was being published in 1951 “because of the inquiries that have been received regarding this type system.” 20 NACA TN 1586 (May 1948), TN 1587 (May 1948), and TN 1588 (May 1948); Vernon H. Gray, “Propeller Ice Protection by Means of Hot Gases in Hollow Blades,” NACA Conference on Aircraft Ice Prevention, 26–27 June 1947, pp. 119–27. 32PDF Image | History of NASA Icing Research Tunnel
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