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Construction of the new spray bar system took until January 1997. At this point, Robert Ide and Jose Gonzalez assumed responsibility for icing cloud and aerodynamic calibration. Gonzalez showed that test section aerodynamic flow quality was not meas- urably different with the new system, with the exception of an overall decrease in turbulence. Ide’s cloud calibration produced a set of calibration curves that would be used by tunnel operators to set spray bar conditions to achieve the desired icing cloud characteristics. He also was able to achieve a uniform icing cloud covering 60 percent of the test section. The IRT reopened with the new spray bar system in May 1997. All went well at first, but then the facility became “unstable,” that is, icing cloud uniformity became impossible to achieve. Facility manager Irvine, who had replaced Vincent in March 1995, promptly launched an investigation, checking the aging heat exchanger, new spray bars, and everything else that he could think about. “Nothing,” Irvine recalled, “could be found.” Finally, he brought in Edward J. Zampino from the Safety Office. Zampino developed a fault tree analysis and systematically investigated all possible root causes of the problem. He never managed to identify the reason for the instability; although, a good deal was learned about the operation of the tunnel during the investigation. After four or five frustrating months, the problem simply cleared up. It then took another four months to recalibrate the tunnel. When this tedious job was finished, the IRT’s staff faced months of overwork to complete critical tunnel projects that had been delayed. Irvine recalls this as a difficult period in the operation of the facility when it was hard to keep up morale.23 With the IRT scheduled to shut down in the spring of 1999 for replacement of the heat exchanger, work in the heavily used facility intensified during the first part of the year. January began with a continuation of the Tailplane Icing Program. “We were looking to gain a broader understanding of the aero-performance effects of icing on a business jet horizontal tail,” researcher Ratvasky pointed out, “and to develop test methods using sub- scale models with artificial ice shapes to obtain useful data for full-scale comparison.” With the support of engineers from Learjet, Ratvasky ran 45.1 hours of icing tests of a full-scale horizontal tail of a Lear business jet that produced realistic ice shapes. Molds were made of two shapes, which were subsequently made into casts that were used for full- scale empennage tests in the 40 x 80-foot wind tunnel at the Ames laboratory.24 David Loe of Bell Helicopter Textron followed Ratvasky in the tunnel. Loe spent 79 hours in the IRT, collecting ice shapes on the empennage of the Bell Agusta 609 tilt rotor. The 1990s 23 Irvine interview. 24 Ratvasky to Leary, 24 July 2001; Icing Research Tunnel, “1999 Schedule and Model Information Report,” copy in the files of the icing branch, Glenn Research Center. 169PDF Image | History of NASA Icing Research Tunnel
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