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Work on LEWICE continued during the 1990s, with releases of versions 1.6 in June 1995 and 2.0 in February 1999. The codes, Shaw noted, work well in certain areas but not in warm temperature icing, due to the icing physics associated with those conditions. But the future of computer simulations remains bright. The development of three-dimensional codes has brought new challenges to scientists—and promises great rewards.19 Validation of computer codes during the 1980s and 1990s involved flight tests and experiments in the IRT. Reinmann appreciated the value of flight testing and lent his support to the work of the group, although not as much as the section sometimes desired. For one thing, flight testing was expensive, costing about one-third of the icing branch’s $1 to $2 million annual budget. Also, Reinmann noted, the flight group usually wanted to build a program around the airplane, whereas Reinmann wanted to use it as part of a broader icing effort, such as the validation of computer codes, testing advanced ice- protection concepts, and assessing the effects of ice on airplane performance. Certainly, the Twin Otter that was used for icing research had proved an extremely useful tool for the work of the icing section. The airplane was equipped with electro- thermal anti-icers on its propellers, engine inlets, and windshields. It had non-standard pneumatic boots on the vertical stabilizer, wing struts, and landing struts, and standard boots on wings and engine nacelles. Researchers measured leading edge ice shapes with a stereo photographic system. A wake survey probe mounted on the wing behind the area where the photos were taken recorded wing section drag, while a noseboom provided information on airspeed, angle of attack, and sideslip. Averaging about thirty missions a year since 1981, the Twin Otter, usually flown by Ranaudo, had numerous encounters with natural icing clouds, during which ice was allowed to build up on the leading edge of the wing. The aircraft was then flown into clear air so that stereo photographs could be taken of the ice shapes and performance degradation measured. This inflight data was then used both to validate computer codes and to confirm that the IRT was adequately simulating natural icing.20 In addition to validating computer codes, the IRT also was used extensively in scale modeling programs, especially for helicopters. The rotorcraft industry was one of the fastest growing segments of civil aviation during the 1980s, and demands increased for all-weather capability. Helicopter companies, as noted earlier, had been using the IRT since the early 1960s to test engine inlets and ice-protection systems on stationary rotor blades, but full-scale main rotors could only be tested in actual icing conditions. With Full Speed Ahead 19 Shaw interview. 20 For an example of this work, see R. J. Ranaudo, et al., “The Measurement of Aircraft Performance and Stability and Control After Flight Through Natural Icing Conditions,” NASA TM 87265 (1986). 119PDF Image | History of NASA Icing Research Tunnel
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