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The lightning generator of the tests would be provided and operated by Lightning Technologies, Inc. The 500-kilovolt Marx-type impulse generator, standing 8 feet tall on a 3-foot metal base, produced high-voltage impulses reaching a peak amplitude of 500 to 700 kilovolts in times selectable from 1 to 50 microseconds. This voltage could flash over between 0.5 and 1.5 meters of air. For the IRT tests, it was installed in the diffuser section of the tunnel, downstream from the usual test section. This larger area, in which airstream velocities of up to 200 miles per hour could be reached, was necessary to con- tain the lightning generator and radome models. IRT technicians went to great lengths to ensure that the experiments did not damage the tunnel or its sensitive equipment. Just to be sure that no unforeseen effects occurred, the generator was operated at low voltage levels when tests began, and then it was slowly increased to normal test voltage amplitude. As it turned out, the visually impressive weeklong tests took place without incident. A good deal of useful data was recorded to assist the FAA in the development of new certification standards. Urgent projects generated by the military services always commanded a high priority in the IRT. One such program during the 1990s involved the development of an ice- protection system for the Predator Unmanned Aerial Vehicle (UAV). Designated the RQ-1 by the Air Force, the Predator was manufactured by General Atomics Aeronautical Systems, Inc., without ice protection. It appeared in the mid-1990s as an effective recon- naissance platform that could be operated over high-risk areas without the danger of human loss. Equipped with four state-of-the-art sensors, Predators could fly over targeted areas for nearly 40 hours. Essentially a powered glider, the air vehicle was a mid-wing monoplane with a slender fuselage that housed the payload and fuel. It featured a high aspect ratio wing and an inverted-V tail. A prototype Predator participated with great success in the annual air defense exer- cises that were held in the southwestern United States in the spring of 1995. Its first operational deployment came in July 1995. Based in Albania, the Predator flew surveil- lance missions over the Balkans until November 1995. A second European deployment took place in March 1996, with the Predators being based in Hungary. These early missions proved successful, although the military became concerned over the vehicle’s lack of ice protection. The Predator’s natural laminar flow wing was sen- sitive to any form of contamination. Rain, for example, would cause it to descend. It could not operate at all in an icing environment, which limited its usefulness. The Department of Defense’s Joint Project Office called upon NASA for assistance in the spring of 1996. The Air Force quickly fabricated three models for testing in the IRT. Researcher Andrew L. Reehorst began the test program on 5 August. He first placed in the tunnel a truncated half-fuselage model of the Predator that was complete with inlets and antenna. The main purpose of these experiments was to identify a suitable location for a Rosemount ultrasonic ice detector. The tests showed that the planned loca- The 1990s 163PDF Image | History of NASA Icing Research Tunnel
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