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General Electric J-79-GE-1 turbojet engine that would power their advanced super- sonic B-58 Hustler. The stainless-steel cowl of the engine was heated by internal electric heating elements manufactured by BFGoodrich, while a gas-heat system that was designed and manufactured by Convair protected the center body and support struts. The NACA’s plan called for researchers to secure aerodynamic and droplet impingement data, which would be followed by tests of the ice-prevention systems for inlet components. Convair provided two inlet models for tests in the IRT—one unheated and one heated. The unheated model arrived in April 1955. The research scheduled called for twelve aerodynamic runs, followed by nine dye runs, with an average time of 6 hours per run. Icing studies with the heated model would take place from mid-June to mid-July. While the dry air aerodynamic and droplet impingement studies were satisfactorily concluded, problems showed up during the icing runs. The gas-heated center body and support structure performed well in the icing tests, but the electrically heated cowl proved unsatisfactory. Researchers found that the cowl lip could not be protected com- pletely at air temperatures below 25°F because the heater installation left a cold area at the cowl leading edge. As an alternative to the electric-heat system, the NACA suggested that Convair adopt a gas-heated cowl.22 In addition to airframes and engines, radome ice protection also attracted the atten- tion of NACA researchers. By the early 1950s, radar had become an important component of commercial transports and all-weather military aircraft. U.S. Air Force interceptors employed radar not only for weather information, but also for target tracking and fire control. In order to evaluate the icing and icing protection of radomes, two Northrop F-89 Scorpion domes were tested in the IRT. The APG-33 radar of the F- 89C was housed in a narrow, parabolic dome with a nose radius of 6.955 inches, while the larger APG-40 radar used by F-89Ds occupied a blunt, hemispherical dome that had a nose radius of 13.91 inches. Both radomes (0.375-inch thick) were constructed of molded fiberglass that had been impregnated with synthetic resin and coated with a rubber-like material to resist erosion and abrasion. Researchers James P. Lewis and Robert J. Blade began their three-phase investiga- tion by determining the rate and location of water-droplet impingement, and the manner in which the radome accreted ice. Using a dye-tracing technique, they wrapped strips of absorbent paper around the radome surface, which they then exposed to a water-dye spray solution for 1–10 seconds. A spectrophotometer determined the quan- tity of dye collected in the strips. As they knew the dye concentration in the spray cloud, A Golden Age 22 Silverstein to Convair, 7 January 1955, and 2 April 1955; von Glahn to Silverstein, 22 August 1955; all in History Office, GRC. 55PDF Image | History of NASA Icing Research Tunnel
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