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conducted a one-year program during which interceptors were equipped with pressure- type icing rate meters. Five Air Defense Command F-89s at Duluth, Minnesota, where polar air masses predominated, would carry NACA-designed icing rate meters, mounted near the nose and 7 inches out from the fuselage, from August 1955 to June 1956. Another five F-89s, flying from Seattle, Washington, would sample icing condi- tions in the maritime air masses of the Pacific Northwest from November 1955 to September 1956. Researcher Porter Perkins, who analyzed the data, found that the F-89s encoun- tered icing fifty-nine times in 1,178 flights in both areas. In Duluth, 70 percent of these icing incidents took place below 10,000 feet, while in Seattle, 75 percent occurred below 15,000 feet. Ice thickness on the small sensing probe averaged less than 0.0313 of an inch and did not exceed 0.5 of an inch during steep angles of flight for short periods through generally thin cloud layers. Although Perkins cautioned that the lim- ited information from the surveyed areas could be used only as “a very rough estimate of the probabilities of occurrence for icing for other locations and periods,” the study did add to the growing body of data that suggested that icing protection equipment might not be necessary for interceptors.24 While interceptors could expect only brief exposures to icing, little information was available on the performance penalty that even small amounts of ice might exact. The NACA’s research on the aerodynamic effects of icing had been conducted on airfoil sec- tions that were used by large transports and bombers. The high-speed, high-altitude interceptors, however, featured a thin airfoil with a thickness ratio of the order of 4 per- cent. Clearly, a study of this type of airfoil would be necessary in order for manufacturers and operators to assess the need for icing protection equipment on lifting and control surfaces for high-speed interceptors. Researchers Gray and von Glahn set out to investigate this problem, using as their model a NACA 65A004 airfoil section of 6-foot chord. They equipped the stainless steel model with a 42-inch-span removable wooden leading-edge section, extending to 27 per- cent of the chord, that would enable researchers to install a variety of ice-protection systems. They attached the airfoil section to a balance frame in the test section. The frame was connected to a six-component force-balance system. Lift, drag, and pitching moment would be recorded simultaneously on tape by an electrically controlled printing mechanism at each balance scale. The researchers tested the airfoil at airspeeds of 109 and 240 miles per hour, air tem- peratures of 0°, 10°, and 25°F, and angles of attack of 0° to 12°. The model was allowed A Golden Age 24 Perkins, “Icing Frequencies Experienced During Climb and Descent by Fighter-Interceptor Aircraft,” NACA TN 4314 (1958). 59PDF Image | History of NASA Icing Research Tunnel
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