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as super-cooled large droplet (SLD) icing. Up to this point, the goal of the IRT researchers had been to simulate the natural icing conditions that had been defined by the flight research of the late 1940s. These conditions, as noted earlier, had been incor- porated into Appendix C of FAR Part 25 and set the parameters that aircraft had to deal with to be certified for flight into forecast icing conditions. One component of the icing environment was droplet size. The great majority of icing involved drops with a mean effective diameter of 15 to 50 microns. The early challenge for the nozzle designers of the IRT had been to produce these small diameter droplets.4 Icing conditions, of course, had always existed in nature beyond the Appendix C envelope. The FAA, however, assumed that the probability of aircraft flying into these extreme conditions was one in a thousand. Even before the Roselawn accident, questions had been raised about the continued acceptability of the Appendix C standards. The appearance of a new generation of turboprop airliners in the 1980s made these questions more urgent, as their advanced, highly efficient wings were less tolerant of icing than pre- vious airfoils. Even a small amount of ice could make these turboprops difficult to control—without the warning signs that pilots had come to expect.5 NTSB investigators estimated that the American Eagle ATR 72 had flown into super-cooled water droplets in the size range of 100 to 400 microns. These conditions, FAA safety engineer John P. Dow, Sr., pointed out, “may challenge contemporary under- standing of the hazards of icing.” While the FAA launched its own program to study the safety and certification implications of SLD icing, NASA researchers Harold E. Addy, Jr., and Dean R. Miller, together with Robert F. Ide of the Army Research Laboratories, began a series of experiments in the IRT to determine the effect of SLD ice accretion on Twin Otter and NACA 23012 wing sections.6 New Challenges 4 Whereas Appendix C used “mean effective droplet diameter” (MED) as a standard of measurement, researchers in the 1990s with their superior measurement tools used “median volumetric diameter” (MVD). Both MED and MVD divided total water volume present in the droplet distribution in half, with half the water volume in larger drops and half in smaller drops, but MED was based on assumed droplet distribution while MVD measured actual droplet size. 5 For the problems facing pilots, see Jan W. Steenblik, “Inflight Icing: Certification vs. Reality . . . Where the Difference Can Mean Life or Death.” This article first appeared in Air Line Pilot in August 1995 and was reprinted in Flight Safety Foundation, “Protection Against Icing: A Comprehensive Overview,” a special issue of Flight Safety Digest (June–September 1997), pp. 154–60. 6 For Dow’s remarks and the FAA’s program, see “Proceedings of the FAA International Conference on Aircraft Inflight Icing,” DOT/FAA/AR-96/81,l (August 1996), vol. I, pp. 7–11. NASA’s program is detailed in HaeOk Skarda Lee, “NASA’s Aircraft Icing Research in Supercooled Large Droplet Conditions,” in ibid., pp. 83–100. 135PDF Image | History of NASA Icing Research Tunnel
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