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content, mean effective diameter of droplets, temperature, and horizontal and vertical extent of the super-cooled icing cloud environment.5 When Part 4b was re-codified into Part 25 in February 1965, these icing envelopes were incorporated into the new CAR as Appendix C. Part 25 provided that transport air- craft must be able to operate safely through forecasted continuous and intermittent maximum icing conditions as determined by the icing envelopes in Appendix C. It fur- ther specified that the effectiveness of ice-protection systems had to be shown by flight tests in natural and simulated conditions and by icing tunnel tests.6 The flight research into thermal systems that had begun at Ames applied primarily to reciprocating-engine aircraft. Until 1950, with the exception of the research on jet engine inlet protection, work in the IRT also had been weighed heavily in the direction of piston- engine airplanes. But the NACA was well aware that the successful flight of the first turbojet aircraft on 14 May 1941 had marked the beginning of a new era in the history A Golden Age Figure 3–1. Ice formed on the butterfly valves of an aircraft engine carburetor during tests in the IRT, 28 July 1944. (NACA C-5690) 5 W. H. Weeks, CAA, to R. V. Rhode, NACA, 15 April 1954, NASA History Office, discussed the change in regulations. 6 D. T. Bowden, A. E. Gensemer, and C. A. Skeen, “Engineering Summary of Airframe Technical Icing Data,” Technical Report ADS-4, Federal Aviation Agency Contract FA-WA-4250 (March 1964). ADS-4 was consid- ered to be the “Icing Bible” until the appearance of the Aircraft Icing Handbook in 1991. 41PDF Image | History of NASA Icing Research Tunnel
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