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March saw 44 hours of tests performed on the wing section of the Bell 609 tilt rotor—this time to demonstrate the operation of the de-icing system and to collect ice shapes for tests of performance degradation between de-icing cycles. In addition, exper- iments were conducted with the horizontal tail sections of two business jets. Over 14 hours of tunnel time involved icing tests for the certification of the Sino Swearingen SJ30-2, a seven-place, twin jet engine business aircraft. Icing certification tests of the Raytheon Premier 1, another twin jet business airplane, required 72 hours of tunnel time. The low-energy ice-protection system for the Premier 1, developed by Cox & Company of New York City with support from Glenn’s Small Business Innovative Research funding program, featured an imaginative combination of thermal anti-icing for the leading edge of the airfoil and electro-mechanical expulsion de-icing for the area past the heated edge. Further along in the certification process, the Premier 1 went on to receive icing approval from the FAA in May 2001. All tests in March involved reim- bursable funding—with $130,354 for Bell Textron, $54,556 for Swearingen, and $215,242 for Raytheon.29 The period between March 31 and April 20 witnessed 128.3 hours of testing that was designed to provide rotorcraft airfoil ice-accretion data for correlation with the LEWICE code and to evaluate de-icing systems for application to rotorcraft airfoils. The National Rotorcraft Technology Center (NRTC) of the Rotorcraft Industry Association had initiated in 1997 a project to develop rotor blade ice-protection systems for conven- tional helicopters and tilt-rotor aircraft. NRTC researchers began by evaluating an extensive list of ice-protection methods. Ice-phobic material, they concluded, lacked the ability to shed ice and to withstand rain and other sources of erosion. They then wrote generic specifications for selecting manufacturers to have their ice-protection systems tested. Three suppliers responded with an electro-expulsive and two electro-thermal sys- tems. In April 1999, the systems were installed on a Sikorsky SC2110 airfoil (15-inch chord) in the IRT. Under the direction of Robert J. Flemming, chief of experimental aeromechanics and icing at the Sikorsky Aircraft Corporation, the NRTC team acquired ice-accretion and de-icing data for the test models, along with airfoil lift, drag, and pitching moment measurements. The tests revealed that the ice-shedding capabilities of the electro-thermal systems were superior to the electro-expulsive system for rotor blade applications. As a result of the IRT tests, Sikorsky selected an electro-thermal system for its S-97 helicopter.30 The 1990s 29 IRT, “1999 Schedule.” 30 Flemming to Leary, 23 July 2001, enclosing “Rotor Ice Protection Systems Development Tests in the Icing Research Tunnel.” 173PDF Image | History of NASA Icing Research Tunnel
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