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Lewis, tested the system in the IRT. Using two general aviation airfoils, the Kansas researchers examined two distribution methods—one that employed a stainless steel mesh and the other made from porous composite material.14 AS&T was formed in 1990 to build leading-edge TKS structures for general avia- tion aircraft. It grew rapidly and soon acquired the British manufacturers of the product. The TKS system tested on the Predator featured porous, laser-drilled titanium panels to distribute a glycol-based fluid to wings and horizontal and vertical stabilizers. A small electrically driven pump and storage tank completed the system, which weighed only 40 pounds (without liquid) and consumed little power.15 Between 12 and 16 August 1996, Reehorst used the second wing section for experi- ments with the more innovative electro-mechanical de-icing system that was under development by Innovative Dynamics, Inc., (IDI) of Ithaca, New York. IDI’s Sonic Pulse Electro-Expulsive De-icer (SPEED) had evolved from earlier work on Electro-Impulse De-Icing (EIDI) (see chapter five). As with EIDI, SPEED featured actuator coils that were placed behind the leading edge of the airfoil and applied impulsive loads directly to the aircraft skin. The rapid electrical acceleration debonded the ice, which was carried away in the airstream. With major improvements in the activator coil and electronics, SPEED had performed well in earlier IRT tests, shedding ice as thin as 0.050 inches. As with the TKS system, SPEED offered a low-weight, low-power system of ice protection.16 Reehorst obtained excellent results with both the TKS and SPEED systems. Although SPEED was the more technologically advanced method of ice protection, the Air Force opted for the more proven TKS system. Flight tests of the Predator with the “weeping wing” took place at the Army’s test facility at Duluth, Minnesota, during the winter of 1996–97. This was followed by a second series of flight tests in the winter of 1997–98, leading to a decision to incorporate the TKS system on the “Block 2” (RQ- 1B) series of Predators.17 The need for the ice-protected Predators was made abundantly clear to the Air Force when a RQ-1A crashed near Tuzla Air Base, Bosnia, due to icing on 18 April 1999. The Department of Defense removed the aircraft from the Balkans in the fall of 1999, due to the dangers from The 1990s 14 On the University of Kansas tests, see Reinmann, R. J. Shaw, and W. A. Olsen, Jr., “Aircraft Icing Research at NASA,” NASA TM 82919 (1982). 15 David K. Henry, “TKS Ice Protection,” 4 May 2001. The author is indebted to Mr. Henry of AS&T for put- ting together this historical account of the TKS system. 16 Interview with Andrew L. Reehorst by William M. Leary, 22 September 2000; Reehorst to Leary, 4 May 2001; Innovative Dynamics, Inc., “Sonic Pulse Electro-Impulsive De-Icer.” The author is indebted to Mr. Joseph J. Gerardi of IDI for information on the SPEED system. 17 Reehorst to Leary, 4 May 2001. 165PDF Image | History of NASA Icing Research Tunnel
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