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Following a second workshop in April 1993, the FAA made a formal approach to NASA for assistance “to conduct research into the characteristics of ice-contaminated tailplane stall (ICTS) and develop techniques or methodologies to minimize this hazard.” Tailplane icing, Thomas E. McSweeney, director of the FAA’s Aircraft Certification Services, wrote to NASA, was “strongly suspected” as the cause of sixteen accidents during the past years that resulted in 139 fatalities. Most of these accidents had involved turbo- prop-powered transport and commuter aircraft, of which there were now 1,500 operating in the United States. Because of the implications for flight safety, McSweeney proposed that the FAA and NASA undertake a joint program to assure that the problems associated with tailplane icing were identified and corrected before an airplane entered service.15 The FAA’s request led to the signing of an interagency agreement under which NASA’s Lewis Research Center and the FAA Technical Center at Atlantic City co- sponsored a Tailplane Icing Program (TIP). Thomas Ratvasky was given the task of drawing up a work plan for the program. He would prove an excellent choice for the assignment. A graduate of Case Western Reserve University in 1988, he had joined NASA’s icing branch in 1990 after receiving his master’s degree in aeronautics from George Washington University. His first project had been a stability and control program to observe the effects of artificial ice shapes on the tail of the Twin Otter. Later research had involved flights into natural icing conditions. The TIP work would be a natural con- tinuation of these earlier research efforts.16 Early in 1994, representatives from Lewis, the FAA Technical Center, FAA Certification Services, and Ohio State University met to discuss the work plan that Ratvasky had developed. They confirmed the NASA/FAA Tailplane Icing Program which would be funded by both agencies. Also, they endorsed Ratvasky’s proposal to enter into a cooperative agreement between NASA and Ohio State University for dry air testing. Finally, they concurred on a four-year program that would involve both icing and dry air tunnel tests, followed by flight tests. Test facilities included the IRT, Ohio State’s Low- Speed Wind Tunnel, and NASA’s Twin Otter. Ratvasky would be the lead NASA researcher. Richard Ranaudo, a former U.S. Air Force fighter pilot who had joined NASA in 1974 and had flown in the subsonic and supersonic engine test programs as well as in icing research, was designated as the lead pilot for the flight program. James T. Riley of the FAA Technical Center would monitor the program and lend his expertise where needed.17 New Challenges 15 McSweeney to Wesley L. Harris, 21 April 1994; copy courtesy of Mr. Ratvasky. 16 Interview with Thomas P. Ratvasky by William M. Leary, 22 September 2000. 17 Ratvasky, “NASA/FAA Tailplane Icing Program Work Plan,” 8 April 1994, revised 1 May 1995; copy cour- tesy of Mr. Ratvasky. Ratvasky presented this plan at the third FAA-sponsored International Tailplane Icing Workshop, held in Toulouse, France, September 1994. 143PDF Image | History of NASA Icing Research Tunnel
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