19840008152 · Experimental study of fluid deicing system in the NASA Icing Research Tunnel

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NASA TErIINICAL. MF.MnP1.NDUM NASA T?-1-77097 EXPPPIr'FNTAL STUDY OF FLUID DEICING SYSTF;1 IN TIFF NASA ICING RESFARCIi TUNNEL Author Unknown Translation of "Untersuchunq zum F16ssigkeitsenteisun(Is- system im NASA Icing Research Tunnel", Voreinigte Fluq- technische Werke-Fokker, GPIRN, Bremen (West Germany), Report VFW-1577, D.C. No. XIII - 10.7-03, JUIv 30,"1970, pp 1-153.

N84-16220 EXPERIMENTAL STUDY OF FLUID (NASA-TM-77097) STES IN THE NASA ICING RESEARCH :it DEICING TUNNEL (National Aeronautics and Spaca Ucclas 152 p HC A08/MF A01 AdmiListration) CSCL 14B G3/09 18183 r' \` S IN i^r ,.,.

n1 I^^y NATIONAL AERONAUTICS AND SPACE ADMINISTRATION IiA,SIHNGIUN, D.C. 20546 AUGUST 1983

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1TAMOA110 TITLE V"E k Oo.e•.rreeet Aeeoeelew tb. feciple"'e C0991ti Me.^ & I r W 771)9 7 "At'lr 1 g ► 11e ► A. Title et.1 16 3. 11096#4 Oe e AUGUST 1983 EXPERIMENTAL STUDY OF FLUID DEICING Cete Ie.le.^^rr^Orlenitette n ^ SYSTEM IN THE NASA ICING RESEARCH TUNNEL ^. Ae•Aer(el 1 0 001e.•e•we 0r1a. 1eetlew 1 1 169669 No.

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14. ^ Vasningtoae D.C. 40546 eee '^"^ A ^'"'^ Ci1i 15. fv991eoentairy Note• Tran--lation of "Untersuchung ^um Flussiakeitsenteisungss y stem im NASA Icing Research Tunnel", Vereinigte Fluatechnische Werke- Fok'.er, GMBH, Bremen (West Getmany), Report VFW-1577, D.C.

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XIII - 10.7-03, July 30, 1970, pp. 1-153.

1116 A ► .1 ► eot' An investigation of the icing of horizontal control surfaces at the VFW in 1970 led them to select the NASA Icing_ Research Tunnel at LRC for their tests. These tests were performed betwee Ma ch 9-23, 1970, for the VFW 614 aircraft. The TKS ice warning system, the Rosemont ice warning system and the li q uid water content indicator were investigated and found to be approp-2iate for the aircraft.

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f /1/* REPORT Subject: Testing of the Fluid De-icing Syste,a in the N,.-)A Tcing Research Tunnel TABLE OF CONTENTS Page I. Relevant Documentation (References) 2 II. Summary III. General IV. Test Task V. Test Elements and the Test Set-,Up VI. Design Conditions VII Test Program VIII Test Findings and Evaluation of the Validity of the Test Findings Numbers in margin indicate foreign pagination.

/2/

I. Relevant Docu-ne tat . *Lon (References)

y 1. Rela are presented the rlocLuients which are cited in the test report ]. All of these documents text, in each case only as an index reference [ are archived at F]nl in the order shown.

1. File Note lin2-423-70 of 2 April 70.

Ground System Tests/De-icing Install-ations 2. Memorandum Fln2--471-70 of 10 April 70 Ground System 'Pests/ De-icing; Installation Acceptance Levels 3. Minutes of ."•feeting 17m2-777-70 of 16 .June 70 Results of Tests in the NASA Tunnel 4. P"linutes of 'leeting F:, 2--271-70 of 23 Feb 70 Ground System Tests/ De- icing Tests at the :NASA Lewis Research Center 28 Mar 69 5. Minutes of `leetin; FI;>1-31.0-69 of Ground Systems Teats in the De-icing Facility 6. Correspondence and 'Technical Data from Various De-Icing Tm-iels 7. Correspondence with TK.S Drawing No. 614-764540 of 25 .Jul 69, Container 8.

9 Drawing No. 614-03760£3 of 10 Oct 69 Control Console for the 1)e-icing Facility, Ttmnel Tests 10. TKS Drawin , No P 033 131 1-3 of June 69 'Model for V9,' Icing Tunnel Test 11. Test Instniction R-S. Pm 2-1021-69 of 26 Aug 69 Production of Models 12. Drawing No. Ea/7-20 of 6 May 69 Icing Model ITU4 \rRI 614 M t

(+ 00y 'NS Draw rkg No P037 of 2 Oct 69 /3/ 13.

Schematic of Pipeline Installation for VFW Icin,; Tunnel 'Pest 14. Diagram Flowmeter No. 1./.6 Documents on the Bimetal Thermometer (Schlurmherger Co.)

15.

Viscosity Correction Diagram 16.

17. Photography i Brochure: "NASA Icing Research 'funnel, General Information" 18.

Tunnel Set-up Diagram for the ,'TIAS,N Tunnel (Herr G. Anders, Fa) 19.

20. Pest In.;triction Um2-1023-69 of 23 Sep 69 -'A-mel Studies, Ice Warning System - 21. Letter and Documents from the Rosemount Co. on the Icing 'ATarrning System IDS-1 Instruction Manual J-W Liquid dater Content Indicator, Model LI 22.

Serial 6506 23. Report No.

Meteorological Icing Cmlitions 21 4. Suiriary of Statistical Icing Cloud Data 'leasured over t'ze United States anti North Atlantic, Pacific anti Arctic Oceans Poring Routine Aircraft O;aerat i ons NASA iYPM 1-19-59 D; 1959 25. VFJ 614 Die-Icing Tests 26. Report No.

AD 690 469 Aircraft Ice Protection- Report of cesium April 28-30 1969 27.

28. \'ASA TN 4151 of Feb 1968 Correlation among Ice Measurements, Impingement sates, Icirk; Conditions, and D-ag Coefffiients for llnswept NACA 65A 0()04 Airfoil (Herr Cray).

29. FAA Technical Report ADS-4 " Fngineeri.ng Summary of Airframe icing Technical Iota"

r Wile ':ote -a12-222 - 08 /4 3().

ConLrol.

"'Noorotic.il Derivation of the Ice :Accr.?tIon rnh `•ItTV;s and irfAccs of the V!'.J 61"'.

2port "a-253 of 11 'I-iy 70 31.

of the VI-14 l is of ,)r -icing Tests o: the ' il;..` 614" "Prel. i:-ii nary Resu fol lcrai ng sy-' • )l s are iised h i the report: 'Throughput of de-icing, fluid F (cc /-An ' j)aneI) 1A., ,i d water content (fract'L on of the fluid l.' JC (gr/ •: T 3 ) supercool _^1 water in tihc air) T or 0C) 'Ta.Tperature of the blower strern (°i' v (in) Bla.!er strewn velocity 5t.3u'ic pressure factor, relative to t'ie cp (-) dynamic pressure of the blower strew-m (°!) Nundimens tonal win;;s and/or ''l; r' chord x/1 a ;3 (° An>-,Ie of attack on the 4U P7 :noclel Droplet 0 ( u ) avera;e water droplet di.aneter a Hbbenleitwerk (i.e. horizontal control surface) —trans 1. note.

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SMTia _ /5/ I I 1. 'rK.S Liquid - Ike-Ic ink System Cenerally the tests showed that the liquid de-icin„ system from the TK.S firm has the capability to cover all the conditions required in FAR para. 25.1419 and Attaciv.)eTrt C throughout the entire meteoroloi;ical te.nperature and free-stream rani;e for anti-icing or de-icin:,, (depending on the requirements from the preceding wind tunnel StUdIes), txit chat the desi,n of the system plar ied for the %T-1 1 614 at that time requi ced re-working; and upgrading with a view to opttmi.zatlon.

2.

Rosemount Icing `_!arni.r1C System - 'fire aggregate of studies in the iciM tm-iel, as well as observations and rx,asurerients on the icins; warning system from the Roserro>nt Co., model IAS-1, have shot"m t1vit a reworking; of the \T1 01 requirements for thi s ki.-,-v.i of a facility is needed in order to get to a warn-ing system suitable for the particular attrihutes of the ! luid de-icirT, system, and further that tine IDS-1 type does not meet these specifications.

Liquid-(~later-Content-Indicator 3.

The Johnson L'itiri_d Water Content Indicator planned for flight testing, yields sufficiently accurate values within a certain working; scope.

III General /6/ In accordance with File Note Ul -423-70 L' 1], a short evaluation of the tests was carried out i.n the follaving form, with a view to the introduction of desireable charV,,es: 1. Deficiencies All clef icienci cs which arose or were measured in the course of tests in the NASA tunnel are set do:nz in the deficiency reports, series No. 6-25 inclusive ( see also 11 1emorandur tint (Em]-) 471-70) . [2] 5

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2. ClrarGe-Uiscussi.ons Tthe actions to be carried out in initiatin4; cliar e discussions are fI.xed in the Minutes of 1 . 1ceting, Lint-777-70 [ 3 ] .

IV Test Task The objective of the tests was: [4] A.On the- fluid de-icing system 1.

Determination as to whether the TICS fluid system is in general in a position to carry out an acceptable anti-icing and/or de-ici.nf; function (accordin g to which is re(RLi.red) tinder all of the meteorolohical conditions set in the ] , AI; fart 25, and further L".1er the design corxii t ions def i ne i Ln 1'araf^aph 'JI.

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Generati.orh of parameter dependencies in , ,rap"ile form for the optimizing of the system (for each design conditi.cn) corhsi_sting of: - determi.rvition of distri xrtor nozzle size - deterriination of the required runou-rt of t!rrou gh-put of de-i.cir4; fluid (piping systa;r, pu,m Output) - storage container capacity B. r )n- the- icig , warnigg detector systein l easureinent of 1.ci ns; wankin g ; detector sensi.t i_vity and the functional efficiency of the automatic acti.vati.on and shutda ,in of the de-cin system.

C. On - the - liqu id water content irxiicator - - - - - - - - - - - - - - - - - Recording; of measurement values on the Johnson liquid water content irxlivator during the icing conditions employed with a view to determination of the r;)easurement accuracy.

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`.' Test Elements and the Test Set-up /H/

Since, accordi n;; to wind tunnel stucb cs, the horizontal tail control surface dernmstrates at any gLven time the most sensitive . :ions to ice build-up, a 1:1 stele mock-up section from the horizontal tail control surface was selected as the test article. [5] After a ccmipari son of engineering; data from all icing; tunnels which are currently in operation [6], tiie tunnel at ,'NASA Lewis Research Center in Cleveland, 0h[o. USA, proved to be the best with respect to the tasks to he carried out. therefore, the tests of 9-23 March 1970 took place there.

The test set-up is documented its i.ng; the follcm i rx; topics: - Overall set-up - Fluid de-icing system - Control surface moc'c-up - 1easuring system - Icing tunnel - Icing warni_gg system - Liquid water content indicator T.Ze.overall set-up can be seen in basic principle in the sketch on page 9 i and the photographs on page 10/11/12.

The fluid supply system, the circuitry of the icing warning; system, metering devices and the gauges and converter unit of the liquid water content indicator were located in the measuring control room outside the tunnel. (Picture No. PA 2) The control surface unit was mounted vertically on a turntable on the floor of the tunnel, and, in addition, fixed into the tunnel cover by means of a pivot pin (in the rotation axis) on the upper side of the model. ( Pictures No.

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/13/ de_ictng_system 'he scope of the system can br seen in the block dia;ram on page 14. (7J :he system consisted of: :he supply system - Reservoir as in drawing 614-7645+0 - ^, X A 95(X4. for 28V DC Filter unit Fj 2670 - - Distribution writ with six branches - 1 connecting line from the reservoir to the distribution unit. Nylon line 5/16" - 0 rings These parts were assembled onto one panel according to picture no. 614- 037603 (9].

- 6 connecting lines from the distribution unit to the distribution nozzles. Nylon line 3/16" 10m long.

- On the control surface model the distribution nozzles consisted of two emits which were each subdivided into three supply clusters.

The design of the distribution nozzles may bee seen in drawings no. Y 033 Sheets 1-3 [10].

- De-icing fluid TfM 40613, this was permuted with dye-fluid (green). Mixture ratio.

Control surface mockup [11] From drawing Ea/7-.7 0 [12] one can see which se^rion of the control surface was employed. The mock-up desi.gn :an be derived from c1-L,-. 'ngs Ea/7-20.

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NASA requires for the stability design of the model a safety /15/ factor of 5 with respect to aerodynamic forces at a maximum flew of 250 knots.

The j^ickups for the warning system and the liquid water content indicator were installed on the control surface mock-up (Picture 633).

Measurement system 1. The measurement system for measuring existing values in the fluid supply system consisted of: - the throughput measurement system (on the immersion tube body principle) (13] which was installed behind the distribution unit and enabled a read-out of the respective flowthrough f amounts in each supply cluster.

Design, calibration curve and viscosity correction can be extracted from the diagram on p. /16/ [14].

In each flow measurement pathway (Drawing No. P 037) [13], a discharge regulator valve is integrated with which the de-icing fluid amount could be regulated according to the test program.

i - a temperature indicator device, bimetal type, thermo/Weston/Mod 2263- [15] before the distributor unit; indicator accuracy 1%.

This device shows the temperature of the de-icing fluid pass- ing through. The determination of the temperature is required since the indication furnished by the throughput amount measurement system is very temperature sensitive and thus the measured values require correction (see viscosity correction diagram) [16].

2. For the measurement of the ice build-up a grid coordinate scale was used with 114" x 1/4 1 units (see Photo 1123/630) and during the tests constantly photographed and a film recorded [17].

3. To determine at any given time the location of the stagnation point, a pressure distribution measurement was undertaken (plastic

/18/ es harnessed together, each having a drill hole at different ervals -- attaches to a multiple-tubed manometer).

The Icing Tunnel_ The capabilities of the icing tunnel can be obtained from the brochure "NASA ICING RESEARCH TUNNEL GENERAL INFORMATION" [18) and from the tunnel set-up diagram [19).

Icing Warning System_ An icing warning system from the Rosemount Co., Type IDS-1 was studied. [20), [21).

Liquid Water Content Indicator - - - - The measurement quality comparison measurements were carried out with a Johnson liquid water content indicator, Type LWH of the series 6506.

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/21/ VI Design Con0itions ical Ambient Conditions 1. Metoorolog- - - - - - - - - - - - - - - - - Tie range of meteorological conditions to be taken into consideration is taken fron FAR 25 Para.1419, including At.taclmnt C, and from the FAA Report ADS-4 [22] (sic), which are based on the statistical evaluation of meteorological NACA Reports 1855, 2569 and 2738. (here also see Report (blank)- observations from I meteorological icing conditions). [23] The design cases described balow are to be considered purely as extreme cases which statistically very seldom arise, but which nevertheless must be covered in accordance with the structural. regulations.

1.1. Design case for the design of the distributor nozzles and sizing the pipiTV,, pump outimt ) maximum throug4put amount (dsistrilxitor nozzle, Intermittent maximum (cumulus) Temperature < 00C Liquid water content = 3.0 s,r/m3 Droplet

0 = 15 u

(see diagram on page /26/) 1.2. Design value for the reservoir for storage of the de-icing; fluid Continuous maximun (stratus) Temperature OoC Liquid water content = 0.8 gr/m = 15 u Droplet Duration of use = max. flight time for flights at flight levels to 22,000 feet.

1.3 Functional -range- in temperature The system must work satisfactorily over the ambient temperature range of OoC to -400C.

AN i 1.4 Actual_ icing_conditions arising 'Ihe table following was taken from i1A.SA ` FM 1-19-59E [241.

Evaluation of experiences involvirV, 3200 flights Waxier icing conditions.

Ra4ge for 997; of the values Temperature = -2o to -32°C Liquid water content = 0.04 to 0.95 gr/ 3 m Cloud extent - 3-125 miles 2.

Free Stream Velocit y Conditions In this test program the free—stream angle, free-stream velocity and de-icing fluid were to be so varied that the wor.dng range of the test de-icing systems defined urxier Paragraph V-Test Elements and Test Set-un- is derived in the form of parametric diagrams.

(Using these diagrams and with appropriateaxtrapolations, the values of the meteorological conditions under Points 1.1 and 1.2 can be determined for each fixed free-stream condition and the associated profile.)

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MR PART 2 /23/ KITACHIETr c Maximum condition for continuous icing (a) 'dhe largest continuing intensity of atmospheric icing; conditions ( maximm condition for continuous icing) is defined by the variables: fluid water content in the clouds; average effective diameter of the cloud dro p lets. external air temperature. and b y the relationshi p s of these three variables to one another sham in Figt!i-e 1 of this Attaclmmnt. The icing boundary curve as a function of altitude and temperature is reproduced in Figure 2 of tl-ds Attacltinent. 'nic dependency of the fluid water content in t'te clo, ids on the droplet diameter and on the altitude Is determined from Figs 1 and 2.

For a horizontai extension which deviates from the starrdara extension of 17.4 nautical miles, the flui.d water content in a cloud for the maxicnimcondition of continuous icing i.s determined when the value for the fluid water cL.ntent in the cloud from FL;. 1 is multiplied L:; the associated factor from Fig. 3 of this Attachment.

(b) Maximum condition for intermittent icing 'Me greatest intensity of intermittent atmospheric icing, (maximum con- dition for intermittent icing) is defined by the variables: Fluid water content in the clouds, mean effective diameter of the clout droplets, exterior air temperature and the relationships of these three variable with one anot`icr given i_n Fib;. 4 of this AttacliTent. 'the icing bourdary curve as a function of altitude and temperature is reproduced in Fib;. 5 of this Attachment. The dependency of the fluid water content in the clouds on the droplet diameter and altitude is cetermined from Figs. 4 and 5. For a horizon- tal extension which deviates from the standard extension of 2.6 nautical miles, liquid water content is detennined when the value for the fluid water content.in the cloud from Fig.4 is multiplied by the associated factor from Fiq. 6 of this Attachment.

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Maximum condition for intermittent icing (Cumulus) `I n 4=.

Atmospheric icing condition ^. 21 i 0.9 C Factor for fluid water content/horizontal cloud extension _ h V O.e5 0.2 00; 0.4 0.5 0.6 0.6 ,.0 i.5 2.0 3.0 4.0 5.0 6.0 Figure 6. Horizontal extension of the cloud-nautical miles.

1 /28/ VII 'rest Prcygra.;. ,4, In accordance with the test task (Paragraph IV) and the design conditions (Paragraph VI) the following subjects were investigated one after the other.

1. Stagnation point mi;ration_(without icing conditions) • deterninatton of the stagnation point as a function of • free-st.-^arn angle and • free-strearn velocity 2. Measurement of theicing warning detector sensitivity - measurement of the time from the onset of Icing until the warnin; andlor turn-on of the punp of the de-icing system as a function of o liquid water content and o free-stream velocity 3. Calibration of_the_de-ici fluid for ant i_icin„ and de-i c Lng, and checkirq; on_the_de-iciiC. efficiency over_the_rarwe_of a ^;les_of attack_ - measurement of ice build-u^) over time as a function of • free-stream angle • free-stream velocity • liquid water content and droplet • de-icing fluid 4. Determination of- the-thawing ,-velocity after occurrence of ice build-up - - measurement of the ice build-up over time as a function of o time of activation of the de-icing system after onset of icing o free-stream velocity and liquid water content (free-stream angle and de-icing fluid were held constant)

-.

d I /29/ 5.

IcinS contour development as _a function of-tir•,ie - - measurement of ice contour development over time as a function of o free-stream angle 6. Recording of-measurement values of the Johnson liquid water content - - - indicator for derivation of. the measurement accuracy - duriq, the tests under Point 3, the .Johnson indicator indicated values were recorded and canpared with the cutoff coefficients and measurement values of the tunnel facility no precisely worked out test program prior to t'Ze beginning of the tests

[25]

^.kiich planned for a variation of the values up to the design conditions in could not N3 carried out in C-iis form, since the accordance with Paragraph 19 available adjustment possibilities in the tunnel did not permit the necessary settin,(.;s.

The modification of t',ie pro!,rarn into the following; form took place in Clevelaiui. The fixed ngs ;oust thus be extrapolated to the desisn conditions.

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/33/ VIII Test Findings anti Evaluation of the Validity of Test Results In the following, th(! raw test results of the separate test program subjects 1-6 (Paragraph VII) are reproduced.

In Section 7 these individual test results are summarized in cross-plots of the individual influence parameters in diagram form, and these produce the basis for the parametric study of the optimum design for the fluid de-icing systems ( Follow-on Report No. ) [26].

The following special factors of the icing tunnel must be taken into con- sideration in evaluating these test results with respect to flight through natural icing conditions.

- Tuinel wall influence- Since the i;;e bui ldiup in the mid-portion of the control surface was recorded as representative and the model was turned between -2° to +10°, the tunnel wall influence up to about + 7 can be ignored (see Presentation :Manuscript by 'Mr. Gray, FAA Icin;, Symposium 1969 AD 690-469) [27],[2(] - Turbulence The tunnel turbulence amounts to 1-3%, thereby a limited cloud effect is generated [27] - Structural vibration Since the model is very strongly clamped, there are no structural vibrations and movements which promote ice dissolution, i.e. tougher conditions than in nature The horizontal control surface stands vertically.

- Location in the stream

The influence of q ravity can be ignored

from about 60 knots.

- Water supercooling According to statements by rtr. GYay (NASA) there are

no differences between the tunnel and natural con- /34/ ditions [22]. Nevertheless, during the 614 tests we operated at lower temperatures than in the FAR m, ,ulations in order to approach more closely the water supercool i_r^; effect.

- Measur ement ecpjip- Measurement accuracy ± 15°0 [27] ment of the tunnel Altogether, the estimated measurement uncertainty with respect to natural icing amounts to ± 1K.

1. St nation Point 'Migration (Test Nos 1-16 Dia ; grains pp 41-44)

'ilze determii-k3tion of stagnation point migration over the entire angle of attack range is one of the most important criteria for sizing of the distributor nozzles since the stagnation point migration range plus the fixed overlap in- crement hives the distributor nozzle depth. If too small a migration range is se'ected, in the case of the outside attack angles, insufficient wetting with de- icing fluid devolops aril ice buildup occurs on the corresponding side. If the migration range is too large, unncessary consurption of de-icing fluid is generated.

The locaLicnl of the stagnation point was determined by means of pressure distribution nreasurments alongtl rec sections perpendicular to the leading edge.

In the diagrams are plotted the Pressure distributions for the three sections against the horizontal control surface nose configuration- The maxinram of a curve like this shows the stagnation point location. The de-icing zone is included. In the diagrams the stagnation point migration with angle of attack is shown over the nonclimensional win-, chord x/1. The figures on pages 43-45 show the hori- zontal control surface nose with the deicing zone and the locations of the stagnation points.

* rens ator'sNote; Page (pp) references refer to the foreign text.

ltesul t : - ^ ) in the case of zn identical angle of Tire stag nation point location (" I attack moves in the direction of the foil span, in connection with which a lower location occurs from the inside towards the outside.

x - With increase in stream velocity a smaller T situation is generated /35/ - The theoretical derivation of the stagnation point location agrees satisfactorily with the measured locations.

2. Measurement of the Ici rlg Warning Sensor Sensitivity Test .No. 2.2-2.7 I)Dw A rnrn on paste 4e The switch-on time of the fluid pie-icing system followirk.; the onset on icing was measured as a function of stream velocities fran 80-150 knots anti of liquid water content (U r,) values 0.8, 1.2, 1.5 and 1.9 gr/ill.

itesul t: In general, the warning system activation Lime was shortened with higher - UJC and higher velocity, i.e. higher water acquisition rate.

- 'the measured activation times are higher than those specified and eadiibit discontiniLities, i.e. the sensitivity is worse than specified.

- ilmctional deficiencies are set down in deficiency reports 6-9. [2] - In summry, it can be said of the ice warning detector, the electronic unit and the automatic switching that the planned system functions. Due to the errors and/or disruptions that occurred in the subject components, appropriate improvements should be undertaken. If occasion arises, the applicability of another ice warning device should be investigated and an exchange undertaken.

- As further tests of the fluid de-icing system prove, a warning system which only indicates that icing is present is not sufficient, but the /36/ warning system must be able to iMicate icing; intensity (water * — p.-46 of trans ation.

acquisition rate), h. t s a ppropriatel y cqui a ), sot 3t the fluid de-ic ^^, system can tx regulated.

3. Calibration of the De-Icir& Fluid for Anti-Icing and De-Icing and Cliecking the Cie-Icing Efficiency over the Range of Angles of Attack 'rest Nos. 3.1.1 to 7.2.2 Diagrams on pp. 49-116 The de-icing; efficiency was here divided into 5 quality classes: a) Anti-icing: no ice buildup L ) Near antL-ici.cng: thin ice layer lxiilds up and melts immediately c) De - icLng: Ice builds to a certain thickness aml flies away at regular time intervals (l) Aar de- is ink;: Icc builds to a heavy thickness an(] flies away at Irregular intervals or only Incotnpletely e) "b de- icing Ice builds up and grows to unacceptable thicknesses Using these quality classes, working diagrams have been generated. One can

derive the de-iciR , bouxlaries from: these figures as a function of various

;parameters. 'Ihus, by means of cross-plottins;, it is possible to derive the anti- and de-icin„ boundaries for the „iven an:;le of attack with the LX as a parameter. Within certain limits, one can interpolate or extrapolate using these diagrams (see Paragraph 7).

In this prog rram area, the test series have been so constituted that, in each case with the aiZ;le of attack held constant: + 2° Test Nos. 3.1.1 to 3.6.3 ^ +100 Test Nos. 4.1.0 to 4.4.1 t +60 'Pest Nos. 5.1.1 to 5. R.1 Test :Nos 6.1.0 to 6.1.2 +1 Test Nos. 7.t.0 to 7.2.2,

/37/ the velocity for each of the subtest series also remained constant 90,150, 200 knots, and , in further carrying out of the subdivision, the lower and upper liquid water contents that could be simulated in the tunnel were set in.

Following this, the de-ciny; fluid throughput was increased in stages for each i-Mividual test so that the de-icing and anti-icing conditions could-be derived.

The results of these tests have been presented in the following diagrams and photos, and also in the Program layout (Paragrpah VII).

Result: - The working range of the test model lay between about +2 and +90 stream angle, that is, the overlap zone of the discharge surface must equal about 20 mm above the stagnation points associated with +2o and +90 in order even to maintain satisfactory de-icing conditions in the case of greater rate of water acquisition.

- The consumption of de-icing fluid for de-icing or anti-icing conditions Increases with an increase in free-stream velocity and with an increase in water acquisition rate MSC, droplet 0, decreasing profile radius).

- 'Pie decreasing; of the temperature, given equal stream conditions and the rate, has a negligibly small influence on *he de-icing same water acquisition efficiency. This shows a result comparable to tests 5.3.0 and 5.5.0 in which °C and with the same de-icing the temperature only was changed from -7.5° to -26 fluid througliput similar de-icing conditions appeared.

Since the de-icing fluid remains capable of being Peed down to temperatures below -400C, tests 5.5.0 to 5.8.1 at --26 oC assured that Lhe de-icing efficiency did not change down to the required temperature of -400C.

8/

/3 - On the ,f =tion points anti joints of the irniivt.dual distributor

nozzles, dependtr^; on their area, ice builds up to a certain thickness in order then to be loosened and then to rebuild again. For this reason, the Junction points, that is,the points on which no de-icings; fluid can emerge, should ue kept as small as possible.

- 'Ihe functional deficiencies are cited i.n the deficiency reports

nunbers 1(}-21. (2]

4. '}eternisation o

f the 'iliawL% Velocity after Occurrence of Ice Accretirn-i `rest ^+os. 8.1.E to 8.3.2

Diagrams pages 117-120

11zIs test series was dei&,med to determine the de-ici.q, behaviour after late swLtch-on of the de-icing system (1.3 and 6 min).

Result: - In general it was deternined that, after a belated switch-on of the system, ice can be broken up, but after switch-on the ice does not iimiediately loosen, but that for a certain time it continues to build up. Tic later the switch-on time, the lon4;2r the build-up time ( this applies up to an ice thickness at which the force of the stream breaks the ice loose).

- Due to ladc of time we could not investigate the Lnfluence of an increase

in de-icing fluid throuf;itput on the break-up speed. 1-1owever, can he supposex]

i.t that the break-tip speed will he increased oy this.

5. Development of the Icing Conto,ir-Its Time Dependency /39/ Test Dios. 9 .0.1 to 9.0.9 Photos pages 127-142 In this test series, the development of the icing contour was to he measured in order to determine whether the mathematical derivation [3] of the icing; contour

according to FAA Report ADS 4 [29], which served as the basis for setting the

icing contour for the wind tunnel tests, actually corresponded to the icing

tunnel findings.

i

Results: - `Ilse icing contour derived for the wind tunnel tests agrees in the measurements sufficiently elosely with the dimensions measured in the ictns; tunnel.

0. Reconllr :: of Measurownt V;Jues of the Johnsmi Ll;iuf d ^--ater Content Indicator for Derivation of the "Measurement Accuracy Since a Johnson indicator is planned for measurcInent of Ur, values in the ort and flight testi.n,g, this type of a systmn was borrowed from RAC and switched observed during; the tests.

Result: Type 6506 gives values consistent with those from the measurement systems of the tirLnel in the following work M Velocity from V > 200 knots Aq,le of attack at < ± 10 Temr,erature ran e to about -1506 7. cross Plotttrtg [ 31] AS melt i_oned at the of Para,% rapti VIII, Luxler ; point 7, the Individual /40/ test results are ;lotted in surmary form in the following; diafrarns.

- required throq-,'i}xit of de-tcinn fluid (ccn/;nin/panel ) (71tese values are the observed uncorrected values and must be recalculated with thti calibration diagra n [161) as a function of_ U.X.

Par,n^eter: Velocity and angle for de-icing and anti-icing - required throughput of de-icing; fluid (uncorrected values) [16] as a ftmction of agg le of attack for de-Lcin g and anti-iclgg.

Par,Lneter: Lk1C and Velocity TZese diagrams form the basizi for the required interpretations and extra- polations for sizing of the fluid de-icing system [26].

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