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A second week of testing involved the Beech Bonanza wing section. Again, there were only positive results. Two weeks of IRT testing had shown that EIDI could de-ice two different general aviation wings with a low-energy expenditure of 800 joules per foot of span during the de-icing cycle. The key to designing EIDI, Zumwalt later recalled, proved to be “getting the electro-dynamicist and the structural-dynamicist to talk to each other,” as there were strict time interval requirements for both phenomena, and they had to interact correctly.11 Zumwalt had met with NASA officials in the midst of these successful tests and had suggested a three-year program during which WSU would install and test in the IRT the EIDI system on a variety of fixed- and rotor-wing aircraft. In addition, there would be flight tests of the system on the NASA Twin Otter and on a Cessna 206. With Reinmann’s enthusiastic endorsement, NASA speedily approved Zumwalt’s proposal. Zumwalt would be project director with Schmidt as project manager. The initial mem- bers of the consortium of manufacturers were Beech, Cessna, Gates-Learjet, LearFan, Boeing, McDonnell Douglas, and Simmons-Precision. They later were joined by Rohr, Sikorsky, Bell, and Boeing-Vertol. The first series of tests in the IRT for the new program took place between 18 and 22 April 1983. There were thirty-one runs made to compare different coil-and-mount designs on a Cessna 206 wing section. In August, a 6-foot section of Twin Otter wing was used for thirty-five icing runs. Some runs were made with continuous icing for up to 21 minutes, with EIDI impulses 3 to 6 minutes apart. De-icing improved after the first impulse sequence in all cases. November brought additional tests of the Twin Otter wing, plus a 38-inch section from a LearFan wing that was made of Kevlar epoxy composite. By this point in time, the energy required to de-ice a general aviation wing had dropped dramatically from 800 joules a foot to 180 joules—comparable to the amount of energy required to power the landing lights. The next year, 1984, saw a series of four test periods in the IRT during which EIDI was observed on a Learjet wing, Cessna tail section, Boeing 767 slat, Falcon Fanjet engine inlet, and Bell Cobra helicopter blade. In all cases, EIDI successfully removed ice without a problem. Flight tests during the year were equally satisfactory. In January, the NASA Twin Otter, flown by Richard J. Ranaudo and Robert McKnight, made twenty-one flights over Lake Erie while WSU’s Friedberg operated the EIDI equipment. EIDI, the pilots reported, worked better than adjacent pneumatic boots. In February and March, an EIDI-equipped Cessna 206 made fifteen flights over Wichita, following a Cessna 404 tanker with spray gear. Again, the EIDI system worked without a hitch. Results from all the EIDI tests were so promising that Reinmann decided to host a symposium at Lewis in June 1985 to review the conclusions of the three-year Back in Business 11 Zumwalt to Leary, 23 May 2001. 91PDF Image | History of NASA Icing Research Tunnel
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