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“We Freeze to Please” pressor inlet. After 18 minutes, however, a low liquid water content of 0.077 grams per cubic meter and a high free air temperature of 25°F caused the inlet ice to melt and allowed the engine to return to normal operation. Seventeen minutes later, the liquid water content rose rapidly to 0.49 grams. Fuel flow had to be increased to maintain engine speed, resulting in an increase in tail pipe temperature and a rapid decrease in thrust from 1,950 to 1,700 pounds. After 45 minutes in the cloud, the engine was accelerated to the takeoff power of 12,000 rpm and held there for 2 minutes. At this point, the tail pipe temperature stabilized. “No general conclusions may be drawn from these data,” Acker warned, “but no serious reduction in engine performance would be experienced in a icing condition similar to the one discussed.”24 In the next phase of the research program, William A. Fleming mounted the Westinghouse engine in a wing nacelle in the test section of the Altitude Wind Tunnel. The engine was equipped with an experimental ice protection system that bled hot gas from the turbine inlet and injected it into the air stream ahead of the compressor inlet, heating the air to above freezing. Tests were conducted at simulated altitudes of 5,000 and 20,000 feet, with air temperatures that ranged from 0° to 35°F. In an effort to simulate icing, Fleming placed a tower with five spray nozzles a distance of 7 feet in front of the duct inlet. The nozzles, which had been designed by Hunter, injected water into a supersonic airstream through holes that were 0.010-inch in diameter. Hunter acknowledged that the spray system represented only “an intermediate makeshift design,” but he hoped to obtain droplets that were 10 to 15 microns in diameter. Unfortunately, his system failed to achieve this objective. While the water spray did not replicate natural icing, researcher Fleming reported, the system was adequate for his experiments. Fleming found that ice formed so rapidly at the compressor inlet under severe icing conditions that the engine would flame out within 1 to 2 minutes. A hot-air bleedback system could be used to prevent ice formation, but under severe conditions it would require that some 4 percent of the gas be bled to the engine inlet. This would reduce thrust by 18.8 percent (at 12,000 rpm) and increase fuel consumption by 16.5 percent. Obviously, additional research would be required to develop a less costly de-icing system.25 The third phase of the investigation was conducted in the IRT by researchers von Glahn, Edmund E. Callaghan, and Vernon H. Gray. The inlet guide vanes, previous studies had revealed, posed the greatest danger to the operation in icing conditions of an axial-flow tur- bojet engine. The researchers set out to test three systems that would protect the vulnerable vanes: surface heating, hot-gas bleedback, and inertia-separation inlets. Local heating could be 24 Acker, “Natural Icing of an Axial-Flow Turbojet Engine in Flight for a Single Icing Condition,” NACA RM E8F01a (1948). 25 Fleming, “Hot-Gas Bleedback for Jet-Engine Ice Protection,” NACA Conference on Aircraft Ice Prevention, pp. 86–92. 34PDF Image | History of NASA Icing Research Tunnel
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