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the fan started. When the desired Mach number was reached, the model was rotated through a range of attitudes, using from -4° to several degrees past stall, while perform- ance data was recorded. Researchers found that the LTPT tests supported the performance trends that had been found in the IRT tests. The IRT data showed that exposure periods as short as 2 minutes had a significant impact on lift coefficient, especially at high angles of attack, for all three airfoils. The angle of stall also was adversely affected, particularly by glaze ice. Larger exposures to icing continued to degrade performance. “With this data in hand,” Addy concluded, “hypotheses may be formed about the physical mechanisms that play significant roles in the observed behavior of iced airfoils. Detailed investigations into these mechanisms are needed to gain physical understanding and to produce better aircraft icing tools for prediction of critical ice shapes for airfoils.”6 The 1990s also witnessed a new effort in the decades-long search for an effective chem- ical compound to prevent ice from adhering on airfoil surfaces. As noted earlier, one of the earliest experiments in the NACA’s first icing tunnel had tested the ice-phobic qualities of various oils, greases, waxes, and soluble compounds. The results had been disappointing. Chemist William Geer also had searched during the 1920s for an ice-phobic coating, but his tests of a number of paints and varnishes had proved equally unsuccessful. Experiments in both the United States and abroad continued over the years. In 1969, for example, the FAA tested 100 ice-phobic coatings in the IRT. While many reduced the adhesion force of ice to the test sample, none could be used for aircraft appli- cations. The Army’s Applied Technology Laboratory also searched for a substance that might reduce the adhesion force of ice to helicopter rotor blades. In 1974, the laboratory placed an advertisement in the Commerce Business Daily, seeking ice-phobic coatings, and received twenty replies. Six substances were selected for tests, which were conducted by the U.S. Army Cold Regions Research and Engineering Laboratory at Hanover, New Hampshire. Two coatings showed promise—a silicone grease manufactured by GE Silicone Products Division and a silicone oil from the Dow Chemical Company. The U.S. Army Aviation Flight Activity conducted limited flight tests of the Dow coating at Spokane International Airport during the winter of 1977–78. Applied to the rotor blades of a UH-1H Huey, the Dow oil lasted for 77 minutes under test conditions. The Army concluded that the ice-phobic coating certainly had possibilities for rotor ice protection but that more testing was needed.7 The 1990s 6 Addy, “Ice Accretions and Icing Effects for Modern Airfoils,” NASA TP-2000-210031 (April 2000). 7 Richard I. Adams, “Overview of Helicopter Ice Protection System Developments,” Aircraft Icing: A Workshop Sponsored by the National Aeronautics and Space Administration and the Federal Aviation Administration, Lewis Research Center, 19–21 July 1978. 155PDF Image | History of NASA Icing Research Tunnel
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