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The tests were promising, but it was clear that additional experiments would be nec- essary. A second series of tests were run in 1993. This time, the PFM was equipped with four 6-foot sections of SC 2110 main rotor blades—the same type of airfoil used on the Blackhawk. Exceptional model reliability, a faster data-acquisition system, and improved tunnel and model operational procedures led to high productivity. In 208 icing runs over a wide range of conditions, researchers obtained over 400 ice shape tracings and photo- graphs. Also, they made eight sets of molds of ice accretion on the rotor blades. The experiments met Bond’s highest expectations. Not only did they produce sizeable amounts of useful data, but they also demonstrated that a model rotor could be success- fully tested in the IRT.22 Results of the PFM tests promised to supply major improvements in predicting rotorcraft performance in icing conditions. “The new experimental database resulting from these tests,” Bond stated, “will be used to refine and validate a computer code that Sikorsky and NASA developed in earlier testing.” The code could be used to predict full- scale helicopter performance in icing after it had been further validated in flight tests. Also, the molds constructed of ice shapes that had been formed on the PFM would be attached to scale-model rotors for tests in a conventional wind tunnel, and the results would be compared with IRT data. “We hope,” Bond concluded, “that the code predic- tions and artificial ice shapes ultimately can be accepted as an alternative to some of the icing flight testing now required by the Federal Aviation Agency to certify a helicopter for flight into forecasted icing.”23 It was during the PFM tests that Bond came to Reinmann’s attention as a tenacious researcher. Even during routine testing, work in the IRT could be physically demanding. Researchers and technicians had to endure extreme cold temperatures and a noisy con- trol room. Because the control room was operated at the same pressure as the test section, every time IRT speed increased, pressure in the test chamber dropped, causing their ears to pop in the control room. Not only was this annoying, but some people could not tol- erate the continual increases and decreases in pressure. Helicopter rotor testing brought unique dangers. Although the walls of the test section had been armored, a shed blade could damage the Freon-filled heat exchangers. “A massive Freon leak,” Reinmann pointed out, “could be catastrophic.” After several weeks of PFM testing at night and analyzing the data the next day, the research crew had become exhausted. At this point, a problem with the model developed. “I remember going over the IRT one evening,” Reinmann recalled, “to discuss the possibility of terminating the test and sending the PFM back to Sikorsky to get it fixed. Tom and the Full Speed Ahead 22 Randall K. Britton (Sverdrup Technology), “Model Rotor Testing in the IRT,” NASA-Industry Workshop on Aircraft Icing, NASA Lewis Research Center, 27–29 July 1993. 23 NASA press release, 13 August 1993; Bond interview. 123PDF Image | History of NASA Icing Research Tunnel
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