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route. Researchers were especially impressed with the forecasting talents of meteorologist Ben C. Bernstein. “Ben’s knowledge and skill,” Ratvasky has emphasized, “were the main reasons we were able to get into SLD.” After discussing the proposed flight plan with NCAR, the flight crew would prepare for a takeoff between 8 and 9 A.M. Climbing out of Cleveland, the Twin Otter would head toward the target area at an altitude prescribed in the weather briefing. While en route, the crew would be in contact with NCAR meteorologists via a satellite communications link to discuss the most recent information. When the aircraft reached the area of forecast large droplet icing, the crew would attempt to perform a “sounding” of the cloud. They wanted to know the cloud top and base, as well as the altitudes of the freezing level, liquid water, and large droplet icing. With the sounding completed, the aircraft entered the icing cloud at which it was most likely to find SLD conditions. Researchers would then sample the cloud during a series of horizontal transects. At some point, the crew would decide to exit the cloud to document icing accretion with a stereo photographic system and to test its effect on air- craft performance. At the conclusion of the flight, a debriefing session would be held with NASA’s pilots, operations staff, researchers, and NCAR meteorologists. Participants would review how the flight had been conducted, identify areas for improvement, and discuss instru- mentation problems. Researcher Dean Miller would then analyze the cloud physics data—droplet spectra, liquid water content, temperature—and send the results to the FAA’s Technical Center, where Richard K. Jeck was reviewing Appendix C criteria in order to expand the icing certification envelope to include SLD conditions. The second phase of the flight research program, which took place between November 1997 and March 1998, turned out to be the most successful icing season of the three-year program. Researchers made a total of fifty-four flights, encountering icing conditions during twenty-eight of eighty-three flight hours. The high point of the pro- gram occurred on 4 February 1998, when the Twin Otter experienced a prolonged exposure to freezing rain. Whereas most SLD icing had focused on freezing drizzle, little was known about the effects of larger droplet freezing rain on aircraft performance. In one previous encounter with the phenomena by a research aircraft, ice accretion had adhered smoothly to the airfoil surface and had not caused any significant degradation of performance. It was a far different story, however, for the SLD researchers. While flying in the vicinity of Parkersburg, West Virginia, the Twin Otter had a 90- minute exposure to freezing rain, during which droplet sizes exceeded 1,000 microns. Even with de-icing equipment turned to “auto-fast,” in which the boots cycled every 60 seconds, clear ice remained on and aft of the boots, while ice ridges built up on the wings and tail. Climbing out of the cloud deck, the Twin Otter conducted three performance sweeps. They showed that maximum airspeed had declined from a clear airspeed of 150 knots to 115 knots, while buffet speed went from 68 knots to 90 knots. While the flight envelope New Challenges 139PDF Image | History of NASA Icing Research Tunnel
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