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decreased by 70 percent, coefficients of drag increased by 60 to 200 percent (depending on angle of attack), and maximum coefficient of lift was reduced by 30 percent. “This case study,” the report of the flight emphasized, “clearly demonstrates that exposure to classical FZRA [freezing rain] can cause significant ice to accrete on the Twin Otter airframe, including ice ridges and nodules on unprotected surfaces.” Subsequent performance tests revealed “a dramatic increase in aircraft drag and decrease in lift that decreased the size of the Twin Otter’s safe operating window.” Freezing rain, the researchers concluded, “can pose a significant flight icing hazard and should not be ignored when considering SLD issues.”9 The third year of flight research proved anticlimactic. The program started late, in February 1999, due to a Headquarters-mandated safety inspection in January, and it lasted only until March. A total of twelve flights were conducted with 15 flight hours. Instrument problems plagued most missions, and little useful data was obtained. Whereas Miller had been able to send 828 data points to Jeck during the previous two phases of the SLD flight program, he was unable to pass along any useful data from the final effort.10 Overall, the SLD flight program was an outstanding success. Thanks to the efforts of researchers, pilots, NCAR meteorologists, electrical engineers, avionics technicians, and fabrication, imaging, and data-processing specialists, a great deal had been learned about SLD icing conditions. At the FAA’s Technical Center, Jeck took the data from the NASA flights, along with information from the Meteorological Service of Canada and other sources, to produce a combined set of SLD data for review by the Ice Protection Harmonization Working Group (IPHWG), an international body that was chartered by the FAA’s Aviation Rulemaking Advisory Committee. “The IPHWG is still working with the issue of SLD icing conditions in the certification process,” Ratvasky noted in May 2001, “but the data that has been provided by NASA and MSC has enabled the policy- makers to make decisions based on solid research.”11 Tailplane icing ranked with large droplet icing as the most notable icing safety issue of the 1990s. The problem, itself, like SLD icing, was not entirely new. For example, undetected ice on the horizontal stabilizer of a Continental Airlines Vickers Viscount 810 had caused the airplane to pitch down during an attempted night landing in freezing precipitation at Kansas City on 29 January 1963. The aircraft had struck the ground short of the runway, causing eight fatalities. The problem, however, became more urgent New Challenges 9 Ben C. Bernstein, Thomas P. Ratvasky, Dean R. Miller, and Frank McDonough, “Freezing Rain as an In-Flight Icing Hazard,” NASA TM-2000-210058 (June 2000). 10 Ratvasky to Leary, 11 May 2001. 11 Ibid. 141PDF Image | History of NASA Icing Research Tunnel
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