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7f

/y' 3 IIS 7`;^

AR 86w3 Reronwtial Wxxt 86-3

E8-ICING or THE Mail= W= TOM= i

VROS BY C IMPULSE

by

Glen W. Zuewalt

and

Richard Ross

Aeronautical Engineering Department ^ I

Wichita State University \^ ^^^^^ t

Wichita, Kansas 67208

Final Report

for

Mash Lewis Research Center (I*G 3-607)

NRSA Technical Monitor: Roger Svehla

March 1986

(NASA-CE-177260) DE-ICING OF TBE ALTITUDE N86-27291

WIND TUNNEL TURNING VANES BY

ELECTEO-MAGNETIC IMPULSE Final Report

jUichita State Univ.) 79 p HC A05/MF A01 Unclas

CSCI, 14B G3/09 43230
ABSTRACT

DE-ICING OF THE ALTITUDE WIND-TUNNEL TURNING VANES

BY ELECTRO-MAGNETIC IMPULSE

This is the Final Technical Report for research and development

work done under Grant No. NAG 3-607 from the NASA Lewis Research Center

to Wichita State University. The period of the Grant was 16 January,

1985, to 15 January, 1986. The NASA technical monitor was Mr. Roger

Svehla and the principal investigator was Professor Glen W. Zumwalt.

The Altitude Wind Tunnel at the NASA-Lewis facility in Cleveland,

Ohio, is being proposed for a refurbishment and moderization. Two

major changes are (1) the increasing of the test section Mach number

to 0.90 and (2) the addition of spray nozzles to provide simulation

of flight in icing clouds. Features to be retained are the simulation

of atmospheric temperature and pressure to 50,000 foot altitude and

provision for full-scale aircraft engine operation by the exhausting

of the aircraft combustion gases and ingestion of air to replace that

used in combustion.

The first change required a re-design of the turning vanes in the

two corners downstream of the test section due to the higher Mach number at the corners. The second change threatens the operation of the

turning vanes by the expected ice build-up, particularly on the firstcorner vanes. De-icing by heat has two drawbacks: (1) an extremely

large amount of heat is required and (2) the melted ice would tend to

collect as ice on some other surfaces in the tunnel, namely, the tunnel

propellers and the cooling coils. An alternate de-icing method had

been under development for three years under NASA-Lewis grants to The

Wichita State University.

This report describes the Electro-Impulse De-Icing method and

the testing work done to assess its applicability to wind tunnel turning vane de-icing. Tests were condicted in the structural dynamics

laboratory and in the NASA Icing Research Tunnel. Good ice protection

Nas achieved at low power consumption and at a wide range of tunnel

operating conditions. Recommendations for design and construction of

the system for this application of the EIDI method are given.

1
TABLE OF CONTENTS

Page No.

Abstract . . . . . . . . . . . . . . . . . . . . . . . . 1

Table of Contents . . . . . . . . . . . . . . . . . . . 2

I. The Problem: Turning Vane Icing . . . . . . . . 3

II. Electro-Impluse De-Icing . . . . . . . . . . . . 5

III. Model Design and Fabrication . . . . . . . . . . 7

IV. Laboratory Tests . . . . . . . . . . . . . . . . 9

V. Icing Tunnel Tests . . . . . . . . . . . . . . . 10

VI. Results and Conclusions . . . . ... . . . . . . . 11

VII. Construction Recommendations . . . . . . . . . . 13

VIII. References . . . . . . . . . . . . . . . . . . . 14

, Figures 1 through 12 . . . . . . . . . . . . . . . . . 15-31

Appendix A. Project Personnel . . . . . . . . . . . . . 32

Appendix B. Data from the Icing Wind Tunnel Tests . . 33-45

Appendix C. Design Drawings . . . . . . . . . . . . . . 46

JI

2
3

10

I. The Problem: Turning Vane Icing

1 0 The planned rehabilitation of the Altitude Wind Tunnel (AWT) at the

NASA Lewis Research Center includes the need - for new corner turning vanes to

match its upgraded performance. A plan view of the tunnel and its planned

IC capabilities are shown in Fig. 1. Increasing the test section Mach number

to 0.9 results in an approach Mach number for the first corner turning vanes

of 0.35. The flow turns 90° in very limited distance, requiring a carefully

designed turning vane to avoid separation and high pressure losses, Ref. 1.

In addition to higher speed, the AWT refurbishment calls for an icing

capability by the addition of spray nozzles in the plenum chamber.

Experience in other icing tunnels has shown that a considerable fraction of

the water spray can be expected to freeze on the first corner vanes. This

1 0 would gradually alter the critical vane shape and result ultimately in

transonic flow. A de-icing system was clearly required.

In the existing Icing Research Tunnel (IRT) at NASA Lewis Research

C

Center, steam heating is used to de-ice the vanes. This has three drawbacks: (a) for the AWT, which has nearly six times the flow area of the IRT

and nearly four times the velocity, a very large amount of steam would be 0

required; (b) A sophisticated control system would be required to avoid

condensate freezing on excessive heating over the wide range of air speed,

density and temperature; (o) The ice melted from the turning vane is

Cf

returned to the tunnel circuit as water droplets to become _ce on the next

cold surface, thus transfering the icing problem from the corner vanes to

O

the propeller or (more likely) the tooling coils.

4

tt 1'^,
•

An alternative method for de-icing the corner vanes was proposed: deicing the corner vanes by Eleetro-Impulse De-Icing (EIDI). For the previou

30 months NASA had sponsored a project to develop the EIDI method for

aircraft applications. Wichita State University had been the Grant reoipient, charged with performing research on the underlying electrical and

physical phenomena, and with coordinating the efforts of ten cooperating

•

industrial partners. These industries include manufacturers of large

transport aircraft (Boeing; Douglas), business jets (LearFan; Learjet),

small planes (Beech; Cessna), helicopters (Sikorsky), nacelles (Rohr) and

i

electrical equipment (Simmonds-Precision; Electro-Delta). The project had

resulted in seven test periods in the Icing Wind Tunnel at Lewis, and two

sets of flight tests (NASA l s DHC-6 Icing Research Aircraft and Cessna 206)

•

Flight tests (NASA's DHC-6 Icing Research Aircraft and Cessna 206). (See

Ref. 2 for a summary). The technology had been advanced to the point where

a full prototype was being installed in a Cessna 206 aircraft, and the

•

Cessna company had stated its intention to pursue certification after

successful prototype refinement. For a wide range of aircraft wings,

struts, and an engine inlet, with skin thicknesses up to 0.088 inches, the

EIDI system had been shown to be able to expel ice reliably for various

tunnel icing conditions. This was done with very small power consumption

and no aerodynamic surface intrusion. f

The basic principles of the EIDI system will be given in Section II.

Consideration of the use of the EIDI system for the turning vanes involved

i an application to a very different situation from those previously tested.

In all previous tests, lifting surfaces or engine inlets were the ice

collectors, and small amounts of ice formed on the leading edges only. Fo

the turning vanes, due to their function of turning the air a full 90

4
I* degrees, it was expected that ice will form on the entire concave surface as

well as the leading edge. This is a streamwise length of nearly _five feet

for 64 vanes with span lengths from 10 to 28 feet. Thus, much more ice and

if larger surfaces must be considered than ever before.

On the other hand, previous applications were dominated by low weight

O and power requirements and these will not be of such high concern for the

AWT. In both canes, high reliability with a minimum of maintenance are

expected. The degree of aerodynamic cleanliness required in the AWT is

(3 likely to be somewhat less than that for an aircraft wing. The compact,

light-weight power supply and sequencing boxes developed for aircraft would

probably be changed considerably for this application to optimize economy

® and reliability.

Thus, in principle, no barriers were seen to the successful de-icing of

the AWT corner vanes by the electro-impulse method. But to design a system

10

which is near optimum for vanes which are so large, curved, highly loaded

aerodynamically and inaccessible, required a major study, test and develop-

'

meat program.

G

II. Electro-Impulse De-Icing

Electromagnetic impulse is the force on an electrically conducting

IC

material in the presence of a rapidly changing magnetic field. Figure 2

shows a this metallic sheet ("skin") and a nearby flat-wound coil. The

C>

magnetic field forming around the coil induces eddy currents in the skin.

The field produced by the eddy currents interacts with the coins field to

produce a repulsive force. Figure 3 shows a simple circuit to produce such

an impulse, using a capacitor as the source of transient current. The

rapidly acting solid-state switch, the "thyristor" or silicon controlled

5

1®
rectifier (SCR), shorts the capacitor through the coil. The diode acts as a

one-way valve to prevent reverse charging of the capacitor. Figure 4 shows

the typical resulting current and skin displacement.

This impulse phenomenon can be used to de-ice a surface due to the

brittle character of ice. When used to de-ice the leading edge of an

0

aircraft wing or engine inlet, an installation such as the one shown in

Figure 5 is used. The coil, constructed of flat ribbon wire wound spirally,

U

is rigidly mounted to the nearby spar, to a beam supported by ribs or even

to the skin itself. Peak currents of 2 to 3 kA at 1000 to 1500 volts

discharge in a fraction of a millisecond resulting in a peak force of 400 to

®

500 lbs. (1780-2237N). Aircraft skin displacements of a few milli-inches (a

fraction of millimeter) are typical. Coils are placed along a wing's span,

spaced about 18 inches (0.46m) apart. These are all supplied by a single

® power unit, with two or three impulses at each coil location, separated by

the time required to recharge the capacitor. Ice is then allowed to aoeumulate at that location while the impulses are sequenced around the aircraft,

returning to the original position after 3 or 4 minutes. The energy required to constantly recharge the capacitor is small; it is less than 1x of

the energy needed to continuously melt the ice. For aircraft, the rule-ofthumb is that the power required for Electro-Impulse De-Icing (EIDI) is

about equal to the power for the landing lights for the same size airplane.

In addition to low power, advantages of the EIDI system are low maintenance (no moving parts), compact size, reliable de-icing and reasonable cost

and weight. These benefits are realized only if the design is done properly. Careful matching of electrical pulse width with the electrical

properties of the skin and with the structural dynamics of the iced strue6

n
Lure is required; See Ref. 3 and 4. Low resistance, low inductance cirouitry as well as good control of the ooil-to-akin gap width, is necessary

III. Model Design and Fabrication

Due to the desire to simulate as nearly as possible the full scale

conditions of the AWT, it was decided to construct a short span, full goal

chord model of the AWT turning vanes. The cross section was that of the

"complex vane design" (Reference 5) that produces a nearly " flat" Mach

number distribution over the initial length of the vane.

Front and rear spar locations and lengthwise rib locations were

selected on the basis of past applications of EIDI. A fully cantilevered

leading edge was selected because the olear span, uninterrupted by support

members, would produce the best effectiveness of the EIDI as well as optim

placement of the de-icing coils. A bay width of 18 inches with three

• instrumented bays was selected (Figure 6). To provide flow continuity

across the entire instrumented section, a non-instrumented bay of 15 inche

span was placed at either end of the three instrumented sections giving a

total length of 7 feet. Also shown in Figure 6 are the coil locations. 

coils were mounted on the front spar in the case of the leading edge and t

beams mounted between the ribs for the aft two bays of each section. In

• order to complete the flow simulation two exact duplicate vanes were

constructed to be placed on either side of the one instrumented vane, thus

providing a three-vane set of seven foot length. All internal

structure was of aluminum. The instrumented vane was constructed of 0.062

301 stainless steel for the pressure and suction surface skins and the

leading edge was of 0.040", 301 stainless steel. All of the skins for the

0 dummy vanes were 2024 aluminum.

•
O The suction surface skin of the instrumented vane was attached with

round head screws for easy removal. The pressure surface was attaeb,ed with

flush head countersunk rivets. At all skin fasteners in the instrumented

0 bays, the internal bearing surface was reduced to promote a "rocking aotioe

of the skin aoross the fasteners; thus improving the clearing action of the

EIDI coils. The coils in the leading edge were of a race track design. Al

C others were circular. All were wound from ribbon copper wire according

to the specifications given in Figure 7. The coils ranged in size

from 3-4 inches in diameter and had from 35-51 turns of wire. Each

C,.1 coil had its own supply wire to the poker box so that any combination o

coils could be firod simultaneously. The gap between the coil faces and th

0.062 inch copper doublers was 0.10 inch. The doublers were rectangular an

approximately 50% larger in size than the diameter of the coils. Thes

doublers were riveted at their oorners as well as being bonded to the

pressure and leading edge skins.

U

The material called out for the skins and leading edge was 304 stainless steel. Due to the difficulty in farming this material, 301 annealed

C^ atainless steel was substituted.

See Appendix C for detailed design drawings of the model.

C>

0

8

0

^ f
0

IV LABORATORY TESTS

G

Prior to the tests in the Icing Research Tunnel, the vane was tested to

measure skin and mounting movements when the coils were impulsed. The coils

1. on the concave surface were series-oonnected as was done in the tunnel

tests. The nose coils were not tested. To avoid local mass loading of the

skin, 0.5 gram accelerometers were bonded to the skin. Since these small

sensors have limited acceleration range, the impulse energies used were less

than those used in actual de-icing. Typically, 600 microfarads and 400

volts were supplied to a pair of series-connected coils.

Accelerometers were bonded to the outside skin directly over the

centers of coils 4, 10, 11, 14 and 16, and over the midpoint between coil

pairs 1-6, 8-12, 14-18 and 15-19. (See Figure 6 for coil locations.) In

® addition, accelerometers were bonded to coil mounting beams midway between

coil pairs 1-6 and 8-12; these were coils near the trailing edge with

cramped space and smaller beams. As a result of these tests, the rear beams

were re-worked for added stiffening.

The laboratory test results are shown in Figures 9a through 9g. The

acceleration and displacement values can be expected to be proportional to

the impulse energy. Thus, actual tunnel impulse conditions can be

estimated from these data.

9
V. Icing Tunnel Tests

Due to the size of the model it was physically impossible to install it

in the test section of the IRT. In addition, due to the large amount of air

that would be deflected 90 degrees from the vane inlctt direction, it was

deemed not realistic to locate the model in the relatively confined size of

the test section without the prospects of flow interference within the

vanes. It was thus decided to install the model in the IRT diffuser as

close to the first-oorner turning vanes as possible. The model was located

midway between the side walls on an elevated stand to place it in the center

of the icing air stream. It was spaced approximately 1 1/2 chords ahead of

the IRT turning vanes. Velocity distribution measurements showed that the

model was located in a uniform flow stream and that the model location ahead

of the IRT turning vanes was sufficient to preclude any interference with

the model flow field.

[41 loins Tunnel Test±'u

In September 1985, the model was installed in the NASA Lewis Research 

Center Research Tunnel (IRT) and tests were run. Data gathered was in the

fora of remote television recording during icing and ice removal as well as

hand held television, moving picture camera and still photographs during the

ice removal process. Ice type and thickness were estimated prior to ice

removal for each test. Observations were taken for test section air speeds

from 100 to 200 miles per hour. This was equivalent to a maximum speed of

about 92 miles per hour at the model. Air temperatures ranged from 15 to 2T

degrees Farenheit (-9 to -3 degrees Celsuis). Liquid water content ranged

10
IQ

from 0.8 to 3.0 grass per cubic meter and water droplet size from 15 to 30

microns. Most tests were run with accumulation times of 15 minutes. How1 C

ever, a few were run for 30 minutes. The maximum icing time was for one

hour for a very light icing condition. De -ioing was accomplished by using

600 and 800 n lorofarad capacitance and voltages from 600 to 1400. Most of

IC the coils were connected in pairs. However, some tests were run with

singles and other combinations in an attempt to determine the optimum location and power required to optimally de-ice each of the two major bays as

well as the leading edge section.

Good cleaning was demonstrated on all areas of the center vane with

fairly low energy expenditures. Ice removal occasionally required 2 or 3

1O

hits.

VI. Results and Conclusions

1Ci

The test data for the 20 runs are presented in Appendix B. For

most of the tests points the vane leading edge accumulated 1/4-1 inch

I ("

inch of ice for 15 minute runs and 1-2 inches for the longer (30 minute)

runs (Figure 10). One run lasted 1 1/2 hours and the Loa accumulation at

I C;

the leading edge was 3.25-3.5 inches thick. The ice accumulation aft of th

forward spar on the pressure surface ranged from a light frost to 5/8 inch

thick (Figure 11). Most of these accumulations could be cleared with one o

ICJ

two hits from the coils. Occasionally three hits were required for clearin

(Figure 12). Dope-ding on the test airspeed and icing conditions (LWC,

droplet size, temperature) the ice was grainy (popcorn ice), built, up spik

IO

from the surface or clear ice of nearly uniform thickness. Generally the

leading edge accumulated the heaviest amount. Frequently very little accu11

10
mulated on the pressure surface. On some occasions there was a slight

accumulation on the ovation surface but only back to about the forward spar.

Oenerally there was a light residum remaining scattered over the surfaces

after the de-icing. This was not an amount to cause any problems and

generally cleared off at the time of the next de-icing.

Post test examination of the model revealed no mayor structural damage.

However, many of the doublers were debonded at their edges and were curling

due to the electromagnetic forces. Some of the rivet heads for the doubler

rivets had been deformed. There was evidence that the soft stainless steal

that was used for the skins was being deformed at the coil location. The

leading edge skin, at the forward spar, was deformed and the rivet t s heads

beginning to pull through the skin material. These types of problems were

not unexpected. It is expected that if the skins had been oonsta-voted of

304 stainless steel, these problems would not have occurred.

Demonstration of the feasibility of applying EIDI to the de-icing of

the turning vanes in the NASA Lewis Research Center's altitude wind tunnel

was accomplished. This successful demonstration covered a wide range of

icing conditions. The only apparent problems were some skin fatigue and

debonding of the copper doublers. Specific design and fabrication

suggestions can now br made on the basis of this study (See Section VII).

12
VII CONSTRUCTION RECOMMENDATIONS

Based on visual observations and post test inspections of the model, the

following methods of construction are recommended:

1. The structural design used for the wind tunnel model should be

considered for use in the actual construction. TI'Ls uses two spars,

ribs every 1.5 to 2.0 feet, with no rib extending into the leading edge

section upstream from the front spar.

2. The front spar was placed far forward because the NASA ice accretion

computations showed that a small region on the pressure side would

collect almost no ice. However, in the tests, the ice-free region did

not occur. It is recommended that both spars be moved rearward 3.0"

inches. Then circular nose coils could be used instead of the race0

track shaped coils used in these tests.

3. The skin material chosen for this test ty NASA was stainless steel.

Replacement by 0.062 inch thick alloy aluminum is suggested, preferably

series 6061 or 7049. This material is cheaper, easier to form and

is more readily heat treated. For this, doublers should not be needed.

O

4. Coil specifications for use with a power supply of 800 microfarads and

1400 volts are:

(a) For leading edge section, use circular coils made of 42 turns of

.030" x .190" copper ribbon wire. Inside diameter = 0.25", outside

0 diameter = 2.85 0 . One coil per station with about 18 inches spanwise

separation. Each coil is mounted on the forward spar and is centered

over the pressure side of the leading edge.

(b) For the two concave sections, use 50 turns of .030"x .190" ribbon

wire; ID a 0.25", OD = 3.5". These should be approximately centered

C in the bays formed by spars and ribs.

For all of these, two coils connected in series are to be impulsed twice

before cycling to the next station. De-icing at six minute intervals

should be very adequate for maintaining acceptable air flow.

5. This design will call for three coils for every 1.5 ft. of length.

Since the coils are connected in pairs and pulsed twice, 3 pulses is

required for each 1.5 foot of length. Thus, two pulses per foot of span

constitutes one cleaning cycle. If capacitators recharge in 4.0 seconds,

7,5 feet of vane is cleaned each minute. For a 6 minute cycling time,

a power box is needed for each 45 feet of vane length. If recharge

time is shortened to 3.0 seconds, the length per power box is 60 feet.

O

13

O
C!

O

0

VIII. REFERFNCES

1. Gelder, T.F., at al, "hind Tunnel Turning Vanes of Modern Design". AIAA

24th aerospace Sciences Meeting, Jan. 6-9, 1986, Reno, NV. AIAA Paper 86-

0044.

2. Zumwalt, G.W. and A.A. Mueller, "Flight and Wind Tunnel Tests of an

Eleetro-Impulse De-Icing System," AIAA/NASA General Aviation Technology

Conference, Hampton, VA, July 10-12, 1984, AIAA Paper No. 84-2234.

3. Zumwalt, G.W. and R.A. Friedberg, "Designing an Electro-Impulse De-Icing

System," AIAA 24th Aerospace Sciences Meeting, Reno, NV, January 6-9, 1986.

®

4. Lewis, G.J., "The Electrodynamic Operation of Electro-Impulse De-Icing

Systems," AIAA 24th Aerospace Sciences Meeting, Reno, NV, January 6-9, 1986,

AIAA Paper No. 86-0547.

G

5. Blaha, B.J. and Shaw, R.J., "The NASA Altitude Wind Tunnel: Its Role

in Advanced Icing Research and Development," AIAA 23rd Aerospace Sciences

Meeting, Reno, NV, January 14-17, 1985, AIAA Paper No. 85-0090.

Technical Papers Resulting from this Grant:

1. Ross, R., "Application of Electro-Impulse De-Icing to the NASA Lewis

Altitude Wind Tunnel (AWT) Turning Vanes". AIAA 24th Aerospace Sciences

Meeting, Reno, NV, Jan. 6-9, 1986. AIAA Paper No. 86-0548.

2. Ross, R. and Zumwalt, G.W., "Application of Electro-Impulse De-Icing

(EIDI) to Ice-Covered Structures". Third International Workshop on the

Atmospheric Icing of Structures, Vancouver, B.C., Canada, May 6-8, 1986.

14
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15
ENERGY

STORAGE

CAPACITURT

AIRCRAFT

SKIN

IMPULSE

COIL

DIODE

CLAMP

MAGNETIC

FIELD EDDY

CURRENTS

+ fr--^ + • • • + 

SKIN

o Vi1, o

COIL

Figure 2 Coil's magnetic field and

resulting eddy currents

TRIGGER

-I

..-.W

THYRISTOR 1

Figure 3 Basic EIDI circuit

16
Y

F- Z 2

W

Q

Q

V G

> CAPACITOR

SWITCHING

UNIT

SILICON

ONTROLLED

RECTIFIER

cc

ALUMINUM

-DOUBLER

C

e

O

0

0

4

I C)

250 500

TIME, N SEC

Figure 4 Typical coil current and

skin displacement

14

2

h2

W

2 W

V

J

G.

W

O

Figure 5 Impulse coils in a

leading edge

01 17

01 IF
wc .

A W T V A N E

ORIGIPM PA" 0

(VIEW ONTO CONCAVE SIDE) OF P" QUALM

0 ^ 9 i 4 2

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91 C',

0 C,

0(-"

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35T 51

0

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1,F 3

Figure 6, coi l in pl acement in the AWT Vane Model

(All dimensions are in inches)

10

18
Figure 7 COIL SPECIFICATIONS

No, PIP, !F Wire 1piersions Turna

(inches) (inches)

1 3.5 .050 x .190 35

2 3.5 .032 x .190 51

3 35 .050 x .190 35

4 35 .050 x .190 35

5 racetrack** .025 x .125 42

6 3.5 .050 x .190 35

7 racetrack** .025 x .125 42

8 3.0 .032 x .190 42

9 racetrack** .025 x .125 42

10 4.0 .050 x .190 34

11 4.0 .050 x .190 34

12 3.0 .032 x .190 42

13 racetrack** .025 x .125 42

14 3.0 .032 x .190 42

15 3.0 .032 x .190 42

16 3.5 .032 x .190 51

17 racetrack** .025 x .125 42

18 3.0 .032 x .190 42

1 9 3.0 .032 x .190 .42

*All coils had inside diameters of 0.25 inches.

**Racetrack-shaped coils for the leading edge:

42 turns

`

Sir

- --- 4 .3 .'1 -----a

19
Cl

J

Joules

300

432

588 10

400

576

784

g00

C v

11F^ ]jolts

600 1000

600 1200

600 1400

800 1000

800 1200

800 1400

800 1500

!O

10

I s

1 0

Figure 8 POWER BOX CHANNEL-TO-COIL CONNECTIONS

Coil Location: and Specifications are given in the two preceding pages.

FUN ,NO. CH114NEj, gOjl,§ J.N LEY TES

1 - 9 1 9 & 17

2 5 13

3 2 & 16

4 10 11

5 15 & 18

6 14 & 19

7 8 & 12

8 3 & 4

10 - 15 1 - 4 same as above

5 3, 4, 14 & 18

6 1, 6, 15 & 19

16 - 21 1 2 & 16

2 14 & 15

3 2 & 16

4 10 & 11

5 3 & 4

7 9 & 17

8 5 & 13

Channels 1 - 6 are the new power box.

Channels 7 - 9 are the old power box,

STORED ENERGY EXPENDED

C^

0

20
600.00

X0.000

C

CURRENT

TRACE

i^ DISP, OVER

i 1 COIL 16

AWT VANE. COILS 2 & 16 IN SERIES

600 uF 400 V

G^

•oo.00 /

ACCEI. OVER COIL f6 1¢.400

O

G's kG's

POLARITY

uRoN6

-soo.00

3 0.0 0 1

MI LI-SEC

SPECTRUM OF ACCEL.

OYER COIL 16

-T---'z

F.nc

MILLI AMPS

INCHE

•0.0000

. I I - I

0.2 n-r1 n 

^•^ MILLI-SEC 20.000 -

MILLI-SEC

Figure 9a

21
669.9•

G's

0

O

MILLI -SEC

O

G's

O

-.96.66

MILLI-SEC

Figure 9b

AWT VANE. COILS 10 & 11 IN SERIES

600 uF 400 V

•

6.0aoo

•.0060

c

O MILLI MILLI

INCH INCH

G •:.aooe

MILLI-SEC .0

0

1 MILLI• fEC 4 5

io.ue

n

kG's

00

9••.09

AMPS

9.9

kHz 1 "" MILLI=SEC

22
664.46

G's

n6.6$

G's

0

Acr.EL. OVER

COIL 14

ACCL'L , MIDWAY

BETWEBN COILS

Im

1.

MILLI-SEC`

P11LL1-JC6

664.66

AMPS

0.4 0.6 0.8 ' 1.0

MILLI-SEC

4.4

Figure 9c

AWT VANE. COILS 14 & 18 IN SERIES

600 VF 400 V

13.006

DISP, OVER

COI L 14 DISP. MIDWAY

BETWEeW COILS

MILLI

INCH 

0 MILLI

INCH

F--, , ^ -,

6 1 2 3 4

MILLI-SEC 1

14ILLI-SEC
5 •.e

n.•ee

G

N

W

2

V

Z

1

J

J

a.i

0 0

CURRENT

TRACE

LISP. MIDWAY

BETWCEN COILS

1-1\ AMPS

Figure 9d

ANT VANE. COILS 15 6 19 IN SERIES

600 NF 400 V

ACCEL, I SPECTRI U

MIDWAY 6ETWEEN

COILS

see.e• ACCEL . MIDWAY 14.044

SETWtEN

COILS

0

G's kg's

•gee. ••

e.e

0 0.4MILLI -SEe*' 1.6 0

0'4 kHz1.Q I

.6

MILLI-SEC e.eU.Z U04

MILLI-SEC

0

24
LISP, CENTER

OF COIL BEAM

/ \

MILLI-SEC

AWT VANE. COILS 8 6 12 IN SERIES

600 F 400 V

AC EL MIpWA`'

BETWEEN CCILSr

0

G's

0.4 1.0 1.

MILLI-SEC

i•...•

MILLI

INCHE

c

-.•.too

MILLI BETWEEN COILS

INCHE

..e

e _ e 1 2 3 4'

MILLI-SEC

..•. •.1

^.•••• ACCEL . SPECTRUM CURRENT

MIDWAY BETWEEN 7Rt-CE COILS

nG AMPS

1.0 kHz , • 0A LLI-SEC0*4 O.G

25
see.$$

i

r

G's

U

ACCEL , SPECTRUM

OVER COIL 4

1

MILLI-SEC 6.9 KI1Z

5.....

kG's

OISP, OVER

COIL 4

8 26

0

MILLI

INCH

0

0 1 2 3 4 5

MILLI-SEC

MILLI

INCH

Ii_n

MILLI- SEC

a 1,01 KA M

t,"

 = I q t Vs
:x.000

MILLI

INCHE

U

C:,

Figure 9g

AWT VANE. COIL 4 ALONE

1C

600 uF 400 V

2.^000

ACCEL. OVER

C011. 4

II(

kG's

0

Iu

- 1.0000

0.2 0.4 0.6 0.8

MILLI-SEC

1.4000

K T LO

AMPS

CURRENT

TRACE

0.2

OMILLIOSEC 0

"

"0

0.0

Qh

27

i..w,.
28

400.00

G's

-440. 0

Figure 9h

AWT VANE. COILS 1 6 6 IN SERIES

600 uF 400 V

r^r ^ T 1Tr ^ IJ^

0 1.0 1.

H

o.o

0

G's

0

ACCEL. MiDWAV

BETWEEN COILS

ti

ACCEL. CENTER

OF COIL BEAM

—r 0.0

^oo.ee 0.2 0.4 0.6 0.8

MILLI—SEL

HZ

MILLI

INCH

CISP. MIDWAY 0

BETWEEN COILS

20.000

w

U

MILLI

INCH

C'

o.o

c.0000

kG':

MILLI-SEC MILLI-SEC

DISP. CENTER

OF COIL,

BEAM

ACCEL.. I SPECTRUM

MIDWAY BETWEEN

COILS

CURRENT

TRACE

AMPS

0 1.0 2.

1 MILLI-SEC MILLI-SEC

4
^^.

IL

OFIIGINAL PACE . pq

OF POOR QTJALrTy

Figure 10

Ice accumulation on the leading edg--,.

29
^ ^ r

.W46 -.

01MMAL PAGE • Le,

Of POOR QU'LLlT1'

Figure 11

Ice accumulation on the pressure surface.

30

L- -- --- '
i

4^1

OF

ORIGINAL

OR

QUALITY

f

r^

Figure 12

Surface clearing after EIDI action.

31
Appendix A

Project Personnel

i)

Glen W. Zumwalt, Distinguished Professor of Aeronautical Engineering.

Project Director.

Richard Ross, Consultant and Lecturer in Aeronautical Engineering.

Project Administrator; Responsible for Overall Design.

Robert L. Schrag, Professor of Electrical Engineering. Responsible

for Electromagnetic Design and Testing.

Walter D. Bernhart, Professor of Aeronautical Engineering. Responsible for Structural Dynamic Design and Testing.

Robert A. Friedberg, Research Associate. Responsible for Instrumentation, Procurement, Design Detail and Fabrication Coordination.

V. L. "Ben" Haghauer, Chief Technician. Constructed the Models, Coils,

Mounts, and Tunnel Installation Fixtures.

0

Q

C)

0

32

•
Appendix B

^co

10

DATA FROM THE ICING

WIND TUNNEL TESTS

10

10

10

I()

I(

1 a

33
ICING RESEARCH TUNNEL TESTS

d AWT TURNING VANES

(See Figure 8 for coils connected to each channel)

0

RUN

TEST

SECT.

IAS TEMP

mph degF

LWC WD

9/23 mio

ICE

TIME

min.

TUN I L

PRESS

psia

PULSE

SEQ.

CHAN. NO.

VOLTS CAP

uF

COMMENTS

Tuesday, September 10, 1985

0

1 100 27 1.2 15 20 14.32 (No De-icing) Visual Inspection for ice

distribution.

Very little ice build-up.

2 100 29 2.5 20 5more 14.32 1 800 800 Ice added to Run 1 ice.

® Total Icing x25 min.

100 29 2.5 20 25 14.32 1,1 1000 800

100 29 2.5 20 25 14.32 2,2,2 1400 800 Leading edge well de-iced.

100 29 2.5 20 25 14.32 3 1000 800 Very thin ice on concave

E) surfaces.

100 29 2.5 20 25 14.32 3 1400 800 About 30% ice gone.

100 29 2.5 20 25 14.32 4 1400 800

100 29 2.5 20 25 14.32 5 1000 800

100 29 2.5 20 25 14.32 5 1400 800

100 29 2.5 20 25 14.32 6 1400 800 Concave panels not de-iced well

Cj 100 29 2.5 20 25 14.32 7 1400 600

3 100 27 2.5 20 15 14.32 (No De-icing) Very light ice. Stopped to

remove impingement grid from

test section.

4 100 23 2.5 20 15 14.32 (No De-icing) Some runback & freeze on convex

side Ice .25" to .35" thick on

i.e. Slightly less ice on con

cave side.

4a 100 23 2.5 20 15more 14.32 About 0.6" inch ice on i.e.

Total Icing x45 min. (glaze)

100 23 2.5 20 30 14.32 1 1400 800 i.e. 90% clear

® 100 23 2.5 20 30 14.32 2 1400 800 i.e. clean

100 23 2.5 20 30 14.32 3,4,5,6 1400 800 Mostly clean. Some residue.

34
6

( i

0

TEST

SECT. ICE TUN I L PULSE

RUN IAS TEMP LWC MID TINE PRESS SEQ. VOLTS CAP COMMENTS

mph degF 9/23 sic min. psis CHAN. NO. uF

4a 100 23 2.5 2 30 14.32 M 1400 600 Less clean than above.

Model steam cleaned.

5 100 15 1.6 25 30 14.30 i.e. ice 3.5" thick; thin "fro

on concave side (rime).

100 15 1.6 25 30 14.30 1 1000 800 Little effect.

100 15 1.6 25 30 14.30 1 1200 800 Still little shed.

100 15 1.6 25 30 14.30 2 1400 800 i.e. mostly clean.

100 15 1.6 25 30 14.30 1 1400 800 i.e. clean.

100 15 1.6 25 30 14.30 3 1400 800 10" circle clean over coils.

100 15 1.6 25 30 14.30 4 1400 800 Nearly clean on both bays.

100 15 1.6 25 30 14.30 *5 1400 800 Bay nearly clean. 

End of day observations: Some slight over-coil deformations (stre

exceeded yield strength.) This probably due to annealed stainless steel skin.

Wednesday, September 11, 1985

6 100 25 1.3 16 60 14.28 i.e. 3/4 in. thick; concave si

1/40 . Ice-finger growth.

100 25 1.3 16 60 14.28 4 1200 800 Almost all of this bay clean

from i.e. to t.e. Next bay low

clean to rear spar.

100 25 1.3 16 60 14.28 5 1200 800 Cleaned bay from rear spar to

t.e.

100 25 1.3 16 60 14.28 3 1200 800 All cleaned aft of front spar.

100 25 1.3 16 '60 14.28 1 1200 800 Most of ice between coils

cleaned off.

100 25 1.3 16 60 14.28 2 1260 800 i.e. clean except over coil 7.

Model steam cleaned.

7 175 24 1.8 25 15 13.88 About 0.7" on i.e. and 0.5" on

concave. Some convex side

runback freezing. Ice fingers

aft of rear spar.

35
10

0

0

TE3T

SECT.

RUN IAS

mph

TEMP

degF

LWC WD

g/m3 mic

ICE

TIME

min.

TUN I L

PRESS

paia

PULSE

SEQ.

CHAN.

VOLTS

90.

CAP

uF

COMMENTS

7 175 24 1.8 25 15 13.88 4 1200 800 Coil 11 cleaned most of bar; 1

10 cleared 10" circle.

175 24 1.8 25 15 13.88 4 1200 800 Coil 10 finished cleaning its

bay.

175 24 1.8 25 15 13.88 6 1200 800 Most of bar clean. Good.

175 24 1.8 25 15 13.88 8 1200 800 Good cleaning.

175 24 1.8 25 15 13.88 3 1200 800 Some ice abed.

175 24 1.8 25 15 13.88 3 1200 800 Balance cleaned.

175 24 1.8 25 15 13.88 1 1200 800 Good cleaning.

175 24 1.8 25 15 13.88 2 1200 800 Cleaned most of the remaining

l.e. 0.75" on l.e. Grainy

surface. Mixed type ice.

Model steam cleaned.

8 175 24 1.8 20 15 13.88

0

175 24 1.8 20 15 13.88 4 1000 800

175 24 1.8 20 15 13.88 4 1000 800

175 24 1.8 20 15 1?.88 4 1000 800

175 24 1.8 20 15 13.88 6 1000 800

175 24 1.8 20 15 13.88 8 1000 800

175 24 1.8 20 15 13.88 3 1000 800

175 24 1.8 20 15 13.88 3 1000 800

175 24 1.8 20 15 13.88 3 1000 800

175 24 1.8 20 15 13.88 1 1000 800

175 24 1.8 20 15 13.88 1 1000 800

175 24 1.8 20 15 13.88 2 1000 800

175 24 1.8 20 15 13.88 2 1000 800

Convex side has light frost.

Concave side about 0.5" thick.

Note: ice covering is oontinuous from l.s. to t.e.

Coil 11 cleaned well; Coil 10

only cracked ice.

30% of coil 10 bay clean.

40% of coil 10 bay clean.

Excellent cleaning.

Good cleaning.

Fair cleaning.

A bit more.

Ice remained aft of rear spar

and small bit over coil 3.

Some abed near coil 17.

Cleaned well.

Most of ice gone.

All clean.

36
10

1c

1()

1©

10

IG

()

C,

IC,

TEST

SECT. ICE TUN I L PULSE

RUN IAS TEMP LHC WD TIME PRESS 330. VOLTS CAP COMMENTS

mph de`F 9/23 mic min. psia CHAN. NO. uF

9 175 15 0.8 12 15 13.85 About 0.4 inches on l.e.; Conc

side, frost, "popcorn" ice.

.25" to .40" thick.

175 15 0.8 12 15 13.85 4 1000 800 Some ice shed.

175 15 0.8 12 15 13.85 4 1000 800 Some ice shed.

175 15 0.8 12 15 13.85 4 1000 800 Clean over coil and between sp

about 4 ft. span wise and

15 inches chord wise.

175 15 0.8 12 15 13.85 3 1000 900 Very little shed.

175 15 0.8 12 15 13.85 3 1000 800 Very little shed.

175 15 0.8 12 15 13.85 3 1000 800 Still not clean.

175 15 0.8 12 15 13.85 8 1000 800 Very little ice shed.

175 15 0.8 12 15 13.85 8 1000 800 Very little ice shed.

175 15 0.8 12 15 13.85 8 1000 800 Very little ice abed.

175 15 0.8 12 15 13.85 6 1000 800 Only frost here.

175 15 0.8 12 15 13,85 6 1000 800 Some shed.

175 15 0.8 12 15 13.85 1 1000 800 Some ice shed.

175 15 0.8 12 15 13.85 1 1000 800

175 15 0.8 12 15 13.85 1 1000 800 Still sole ice on the surface.

175 15 0.8 12 15 13.85 2 1000 800 ?

175 15 0.8 12 15 13.85 2 1000 800 ?

Thursday, September 12, 1985

10 100 27 3.0 25 30 14.32 0.75" ice on l.e., .35" back t

rear spar. Splotchy ice aft o

rear spar.

100 27 3.0 25 30 14.32 1 1000 800 50% clean.

100 27 3.0 25 30 14.32 1 1000 800 95% clean.

10

37

10
I (d

I C)

14

IU

1()

TSST

SICT.

WN IAS

mph

TMCP

4e9T

LWC WD

9/23 mi*

IC=

TIM B

min.

TUN I L

P8ES8

psi&

PUL39

SEQ.

CHAN.

VOLTS

110.

CAP

up

COM4i14iTS

10 100 27 3.0 25 30 14.32 1 1000 800 Upper 3/4 of I.e. o pen is clean

100 27 3.0 25 30 14.32 2 1000 800 113 already clean.

100 27 3.0 25 30 14.32 2 1000 800 Most *lean.

100 27 3.0 25 30 14.32 2 1000 800 I.e. all clean; aliSbt residue

100 27 3.0 25 30 14.32 3 1000 800 116 cleared; I2 partial.

100 27 3.0 25 30 14.32 3 1000 800 More shed.

100 27 3.0 25 30 14.32 3 1000 800 100% clean.

100 27 3.0 25 30 14.32 4 1000 800 Center bay clean; circle aroun

511.

100 27 3.0 25 30 14.32 4 1000 600 Most of 111 bay clean.

100 27 3.0 25 30 14.32 4 1000 800 958.

100 27 3.0 25 30 14.32 5 1500 600 Upper bay cleaner than lower.

100 27 3.0 25 30 14.32 5 1500 800 Upper 95% clean.

100 27 3.0 25 30 14.32 5 1500 800 Lower not completely clean.

100 27 3.0 25 30 14.32 6 1500 800 All of vane is clean except fo

scattered residue.

11 140 27 2.5 30 15 14.11 I.e. Lao thickneaa about 0.40.

t.e. almost bars.

110 27 2.5 30 15 14.11 1 1000 600 I.e. Los cracked.

140 27 2.5 30 15 14.11 1 1000 800 Minch shed.

140 27 2.5 30 15 14.11 1 1000 800 i.e. mostly clean.

140 27 2.5 30 15 14.11 2 1000 800 Same shod.

140 27 2.5 30 15 14.11 2 1000 800 More.

140 27 2.5 30 15 14.11 2 1000 800 All clean l.e.

140 27 2.5 30 15 14.11 3 1000 800 Upper bay 803 clean.

38

19
TlST

$WT. ICS PUL32

NON IAS TIMP LMC MID TIM PNBSS SHQ. 'VOLTS CAP CON DGM

mph desF da3 aio min. Pala CHAN. NO. UP

11 140 27 2.5 30 15 14.11 3 1000 800 Upper Olean.

140 27 2.5 30 15 14.11 3 1000 800 Lover still not clean.

140 27 2.5 30 15 14.11 4 1000 800 Cracked.

140 27 2.5 30 15 14.11 4 1000 800 110 is TO% clean; 111 some.

140 27 2.5 30 15 14.11 4 1000 800 Both well cleaned.

140 27 2.5 30 15 14.11 5 1500 800 Upper bay mostly clean; lower

cracked.

140 27 2.5 30 15 14.11 5 1500 800 Upper clean; lower 503 clean.

140 27 2.5 30 15 14.11 5 1500 800 Lower has am* Los remaining.

140 27 2.5 30 15 14.11 6 1500 800 Upper clean; lower not.

140 27 2.5 30 15 14.11 6 1500 800 All clean.

140 27 2.5 30 15 14.11 3 1000 800

140 27 2.5 30 15 14.11 3 1000 800 All clean.

12 140 27 2.0 30 30 14.11 3/4 inch on I.e. Not much ice

near I.e. 1/2 inch at front

spar. Ice fingers at i.e.

140 27 2.0 30 30 14.11 1 1000 800 Ice cracking only.

140 27 2.0 30 30 14.11 1 1000 800 Some Los shed over coil 9.

140 27 2.0 30 30 14.11 1 1000 800 Ice all loose, but not all shed

140 27 2.0 30 30 14.11 2 1200 800 Little removed.

140 27 2.0 30 30 14.11 2 1200 800 Mostly cleaned.

140 27 2.0 30 30 14.11 2 1200 800 Clean over 19 i 113; lower I.e.

over 15 almost clean.

140 27 2.0 30 30 14.11 3 1200 800 Somme abed.

140 27 2.0 30 30 14.11 3 1200 800 75% clean over 116 and 12.

140 27 2.0 30 30 14.11 3 1200 800 All clean for bays of 2 and 6.

39
T=SST

31CT. IC= TONI L PULSE

RUN IAS TW LVC MID TnG PULLS SNQ. VOLTS CAP COMM

Wh daN! 9/83 sic min. Pala CNAK. N0. up

i

12 140 27 2.0 30 30 14.11 4 1100 800 Very little shad.

140 27 2.0 30 30 14.11 4 1200 800 Mora.

140 27 2.0 30 30 14.11 4 1200 800 70$ clean for bars of #10 A d11

•

140 27 2.0 30 30 14.11 5 1500 800 Upper bay shad soma.

140 27 2.0 30 30 14.11 5 1500 800 Upper mostly clean.

140 27 2.0 30 30 14.11 5 1500 800 Upper clean; lower has much Joe

i

over ooils 3 i 4; much shad ove

1, 6 A 8.

140 27 2.0 30 30 14.11 6 1500 800 All clean.

140 27 2.0 30 30 14.11 6 1500 800 Only lit*, scattered pieces

i

remain.

140 2T 2.0 30 30 14.11 4 1200 800 Removed such of residual ice.

Notes: 3; 4 do not olcan as we

as 14, 18. 2 does not clean a

0 well as 16. Coils with more

turns are superior.

13 100 15 3.0 30 15 14.33 scattered heavy accumulations.

0.5" loo fingers at t.e. Only

frost from rear spar to t.e.

0

100 15 3.0 30 15 14.33 1 1200 800 Upper 18 inch clean.

100 15 3.0 30 15 14.33 1 1200 800 l.*. over 9 i 17 clean; acme

abed betwoen 9 A 17.

100 15 3.0 30 15 14.53 1 1200 800 All clean except at bottom 12

A inch".

100 15 3.0 30 15 14.33 2 1200 800 Cleaned most of 1.0.

100 15 3.0 30 15 14.33 2 1200 800 Some cleaned behind front spar

0 100 15 3.0 30 15 14.33 3 1200 800 Coils 2 and 16 cleaned moat of

their bars.

100 15 3.0 30 15 14.33 3 1200 800 Some olean*d in adjacent bays.

40
1.5 inch ice on l.e.; uneven ic

on concave surface.

1200 800 Half of l.e. is clean.

1200 800 Only lower 2 ft. of l.e. has ic

remaining.

1200 800 Slight improvement.

1200 800 Cleaned whole l.e. except for

frosty residue.

1200 800 Little change.

1200 800 Most of vane is clean.

1200 800 Some light residue shed.

1200 800 0.10 inch frost still near coil

11.

1500 800 Some very thin frost won't

come off.

14 100 15 3.0 22 30 14.34

100 15 3.0 22 30 14.34 1

100 15 3.0 22 30 14.34 1

100 15 3.0 22 30 14.34 1

100 15 3.0 22 30 14.34 2

100 15 3.0 22 30 14.34 2

100 15 3.0 22 30 14.34 3

100 15 3.0 22 30 14.34 3

100 15 3.0 22 30 14.34 4

100 15 3.0 22 30 14.34 5

TEST

SECT.

RUN Ili

mph

TEMP

dogf

LVC MVD

g/m3 sic

ICE

TIME

min.

TUN'L

PRESS

psis

PULSE

380.

CHU. NO.

VOLTS CAP

uF

COMMENTS

13 100 15 3.0 30 15 14.33 3 1200 800 lore.

100 15 3.0 30 15 14.33 4 1200 800 Cleaned most of residue.

100 15 3.0 30 15 14.33 4 1200 800 Cleaned most of residue.

100 15 3.0 30 15 14.33 5 1500 800 Removed remaining ice.

100 15 3.0 30 15 14.33 5 1500 800 Removed remaining frost.

Monday , September 16, 1986

15 50 65 0 -- 0

75 65 0 -- 0

(No De-icing) Velocity measured at model =

23 mph.

(No De-icing) Velocity measured at model =

34 mph.

w 41
16 140 27 2.0 20 30 14.04

140 27 2.0 20 30 14.04 7

140 27 2.0 20 30 14.04 7

140 27 2.0 20 30 14.04 7

140 27 2.0 20 30 14.04 8

140 27 2.0 20 j0 14.04 8

140 27 2.0 20 30 14.04 3

140 27 2.0 20 30 14.04 3

140 27 2.0 20 30 14.04 3

140. 27 2.0 20 30 14.04 4

140 27 2.0 20 30 14.04 4

17 140 27 1.5 27 30 14.04

140 27 1.5 27 30 14.04 7

140 27 1.5 27 30 14.04 7

140 27 1.5 27 30 14.04 7

140 27 1.5 27 30 14.04 8

140 27 1.5 27 30 14.04 8

140 27 1.5 27 30 14.04 8

At 20 minutes, slowed to measu

icing on the 1/8 inch referenc

collector. LNC probe was mount

on vane model. On l.e. 1.3" i

thickness. Only patches of ic

aft of rear spar; very little

ice at t.e.

1000 600 Cracking only.

1000 600 80% clean.

1000 600 l.e. clean except some over

coil 7 and below. 

1000 600 l.e. over coil 5 cleaned.

1000 600 l.e. olean over all 3 bays.

1000 800 K.dt of vane is clean. Residue

less than 0.25" thick.

1000 800 Part of scattered residue shed

1000 800 More.

1000 800 Most ice gone except over rear 

span.

1000 800 Part of rear spar ice shed.

2" thick on l.e.; 0.75" over

rear bays.

1000 600 Mostly cracking of ice.

1000 600 More cracking.

1000 600 Only partially clean; ice is

debonded.

1200 600 Much l.e. ice shed.

1200 600 Most of l.e. between coils 5 &

17 clean.

1200 600 All clean.

FD

TEST

SECT ICE TUN I L PULSE

RUN IAS TEMP LWC MVD TIME PRESS SEQ. VOLTS CAP COMMENTS

mph degF g/m3 mic min. psia CHAN. NO. uF

42
TEST

3ECT. ICE TUN t L PULSE

RUN IA3 TEMP LVC MID TIM PRESS 3EQ. VOLTS CAP COMMENTS

mph de3F 9/R3 Rio sin. psia CHU. NO. uF

17 140 27 1.5 27 30 14.04 4 1000 800 Much cleaning over 3, 4, 11, 14

6 15; Sole off over 10.

• 140 27 1.5 27 30 14.04 4 1000 800 All clean aft of rear spar.

140 27 1.5 27 30 14.04 3 1000 800 Mostly clean between spars.

140 27 1.5 27 30 14.04 3 1000 800 All clean between spars.

140 27 1.5 27 30 14.04 3 1000 800:

140 27 1.5 27 30 14.04 3 1000 800 Only small, scattered residue.

140 27 1.5 27 30 14.04 5 1000 800 Some frost abed.

18 140 15 2.5 30 15 14.04 7 1200 600 Only ice cracking.

140 15 2.5 30 15 14.04 7 1200 600 More cracking. 

140 15 2.5 30 15 14.04 7 1200 600 Small chips case off.

140 15 2.5 30 15 14.04 8 1200 600 Much removed.

140 15 2.5 30 15 14.04 8 1200 600 More.

140 15 2.5 30 15 14.04 8 1200 600 All 1.e. is clean.

Q 100 15 3.0 22 30 14.04 3 1000 800 A bit removed.

100 15 3.0 22 30 14.04 3 1000 800 Bay of coil 16 fairly clean, b

not coil 2.

100 15 3.0 22 30 14.04 3 1000 800 Bay of coil 2 Improved some.

100 15 3.0 22 30 14.04 4 1000 800 A small bit removed; such

loosened.

100 15 3.0 22 30 14.04 4 1000 800 Almost clean.

Q

100 15 3.0 22 30 14.04 4 1000 800 Completely clean.

100 15 3.0 22 30 14.04 5 1000 800 Most of ice is abed.

100 15 3.0 22 30 14.04 2 800 800 Only light frost remains.

100 15 3.0 22 30 14.04 2 800 800 Some of frost expelled.

43
G

Q

O

Q

d

0

TEST

SECT. ICE TON I L PULSE

RUN IAS TEMP LWC MID TIME PRESS SEQ. VOLTS CAP COMMENTS

mph degF g/m3 mio min. psis CHAN. NO. uF

18 100 15 3.0 22 30 14.04 1 800 800 lore.

100 15 3.0 22 30 14.04 1 800 800 Slightly more.

19 175 15 1.6 20 15 13.83 Light icing; tunnel speed kept 

during de-icing.

175 15 1.6 20 15 13.83 7 1000 600 Mostly clean near coils 9 & 17

175 15 1.6 20 15 13.83 7 1000 600 More of l.e. clean.

175 15 1.6 20 15 13.83 7 1000 600 l.e. all clean except bottom 1

inches.

175 15 1.6 20 15 13.83 8 1000 600 Ice near coil 5 expelled.

175 15 1.6 20 15 13.83 8 1000 600 A little more.

175 15 1.6 20 15 13.83 3 1000 800 Clear near coils 2 & 16.

175 15 1.6 20 15 13.83 3 1000 800 Ice loosened, but not shed.

175 15 1.6 20 15 13.83 3 1000 800 A small amount shed.

175 15 1.6 20 15 13.83 4 1000 800 Some removed.

175 15 1.6 20 15 13.83 4 1000 800 Small amount shed.

175 15 1.6 20 15 13.83 4 1000 800 Small amount shed.

20 200 15 1.6 19 15 13.66 Ice on l.e. 1 inch thick.

Jagged b!iild-up on concave

surface.

200 15 1.6 19 15 13.66 7 1000 600 Good cleaning above coil 17;

Some off at coil 9.

200 15 1.6 19 15 13.66 7 1000 600 All de-iced from top to mear

coil T.

200 15 1.6 19 15 13.66 7 1000 600 Not much more.

200 15 1.6 19 15 13.66 8 1000 600 No. 13 already clean. All the

rest of l.e. clean except lowe

6 inches.

•

44

F
19

fa

!0

TEST

SECT. ICE TUNI L PULSE

RUN I13 TEMP LWC MID TIME PRESS SEQ. VOLTS CAP C0MMTS

mph degF g/s3 sio min. psia CHAN. N0. uF

20 200 15 1.6 19 15 13.66 8 1000 600 A little more.

200 15 1.6 19 15 13.66 3 1000 800 Cleaned most of ice for whole

span between the spars.

200 15 1.6 19 15 13.66 3 1000 800 Only light frost remains.

200 15 1.6 19 15 13.66 4 1000 800 Not enough ice to remove.

{®

i0

45
Appendix C

Design Drawings

A large sheet is folded in the envelope at the

back of this report. These are scale drawings

of the vane model with dimensions and material

specifications.

46

,,17, -