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the three study contracts that Beheim wanted to commission. Larry P. Koegeboehn of the Douglas Aircraft Company was selected to write the report on the icing research requirements of commercial aviation. B. K. Breeze and G. M. Clark of Rockwell International would survey the light transport and general aviation icing research requirement. Finally, Peterson, Leo Dadone, and David Bevan of Boeing Vertol would handle rotorcraft icing needs.18 Breeze and Clark were the first to finish. General aviation and light transport air- craft, they pointed out in their report, had a higher exposure to icing conditions than large transports. Furthermore, they paid greater penalties for ice-protection systems due to their smaller dimensions. A major effort was needed to resolve the icing problem with the aid of new technologies. “It becomes increasingly apparent that in order to obtain the wind tunnel database required to solve general aviation aircraft problems,” the authors continued, “the NASA icing wind tunnels will have to be used to a greater degree, and improvements will have to be made to expand the applicability of these tunnels, increase the accuracy of test measurements, and reduce the turnaround time between tests.” Breeze and Clark recommended that the IRT be improved with modern recording and data-processing equipment, and that the AWT be converted into an icing tunnel. The report went on to list thirty-three areas of desired research. Although there was no industry consensus on research priorities, there was general agreement that a training film for flight in icing conditions would be beneficial. Finally, there was a consensus that NASA Lewis should be “the center of aircraft icing expertise for basic research and con- sultation, and should act as a clearing house for exchange of information for industry involvement.”19 Koegeboehn next weighed in with the views of the commercial aircraft industry. He agreed with the previous report’s recommendation that the IRT be modernized with an automated control system and that the AWT be converted into an icing tunnel. Noting that rising fuel prices in recent years had encouraged aircraft designers to seek ice- protection systems that would save weight and fuel, he proposed, in order of priority, four research goals that should be reached within four years. First, NASA should develop and test an electro-impulse de-icing system that would save fuel and be low in cost. Second, super-critical airfoils should undergo ice accretion tests in the IRT, with meas- urement of drag and lift coefficients. Third, NASA should test various devices to measure cloud properties and recommend acceptable types to the military and FAA. Finally, a new computer program for ice-protection analysis should be developed. Industry in the IRT 18 Reinmann interview. 19 Breeze and Clark, “Light Transport and General Aviation Aircraft Icing Research Requirements,” NACA Contractor Report (CR) 165290 (March 1981). 77PDF Image | History of NASA Icing Research Tunnel
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