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blade heaters with small chromel heating ribbons, while the other featured internal electro-thermal heat. Tests in the IRT showed that both systems worked.21 On 23 January 1947, the focus of icing research shifted dramatically. Investigation of propellers came to an end. “Our experimental work on the simple air-heated blades,” Hunter noted, “has been completed to the point where reports can now be written on each of the three-blade configurations.” Effective immediately, he informed his staff, the schedule of the IRT would be changed to expedite research on jet engine inlet ice protection.22 Hunter was responding to the demands of the new jet age. As Arthur A. Brown of Pratt & Whitney stated, icing of turbine air induction systems posed “a very serious problem” for the industry. Engine manufacturers needed basic research on the inertial separation of water and ice particles as a means to prevent icing. Some local surface heating may be necessary, but this would impose a large handicap on overall perform- ance. Experiments in Pratt & Whitney’s laminar flow wind tunnel had proved inconclusive because models had been tested at low airspeeds with only rough control of droplet size. The results of an investigation by the NACA would be of “tremendous value in our efforts to design and build non-icing turbine power plant installations.”23 The NACA launched a three-phase investigation into the problem. It began with flight research. A Westinghouse 24C-2 turbojet engine with a ten-stage axial flow com- pressor was mounted below the wing of a B-24 bomber for tests in natural icing conditions. In March 1948, the B-24 spent one hour in an icing environment with the turbojet engine operating at a speed of 9,000 rpm. The liquid water of the icing cloud was highest during the first 15 minutes, reaching a peak of 0.38 grams per cubic meter. After 45 minutes in the cloud, tail pipe temperature had increased from 761° to 1,065°, while thrust had decreased from 1,234 to 910 pounds. The engine did not have to be shut down, researcher Loren W. Acker noted, but a reduction in engine speed would have been mandatory if it operated at a takeoff power of 12,000 rpm. A second flight took place in April, this time with the turbojet engine operating at a normal cruising speed of 11,000 rpm. Again, the B-24 spent an hour in a natural icing envi- ronment. Upon entering the icing cloud, there was a sudden drop in engine thrust as ice collected on the cowl lip, disrupting airflow and destroying pressure recovery at the com- The IRT Takes Shape 21 NACA TN 1520 (February 1948) and TN 1691 (August 1948); Lewis, “Electro-Thermal Methods of Propeller Ice Protection. I - Cyclical De-Icing by External and Internal Blade Heaters,” NACA Conference on Aircraft Ice Prevention, pp. 128–36. 22 Hunter, “Revised Schedule for Icing Research Tunnel to Expedite Jet Engine Inlet Icing Research,” 23 January 1947, History Office, GRC. 23 Brown, “Report of Pratt & Whitney Aircraft Subcommittee on Icing Problems,” 29 April 1948, NASA History Office. 33PDF Image | History of NASA Icing Research Tunnel
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