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NASA NTRS2005

Experimental Investigation of Ice Accretion Effects on a Swept Wing

An experimental investigation was conducted to study the effects of 2-, 5-, 10-, and 22.5-min ice accretions on the aerodynamic performance of a swept finite wing. The ice shapes tested included castings of ice accretions obtained from icing tests at the NASA Glenn Icing Research Tunnel (IRT) and simulated ice shapes obtained with the LEWICE 2.0 ice accretion code. The conditions used for the icing tests were selected to provide five glaze ice shapes with complete and incomplete scallop features and a small rime ice shape. The LEWICE ice shapes were defined for the same conditions as those used in the icing tests. All aerodynamic performance tests were conducted in the 7- x 10-ft Low-Speed Wind Tunnel Facility at Wichita State University. Six component force and moment measurements, aileron hinge moments, and surface pressures were obtained for a Reynolds number of 1.8 million based on mean aerodynamic chord and aileron deflections in the range of -15o to 20o. Tests were performed with the clean wing, six IRT ice shape castings, seven smooth LEWICE ice shapes, and seven rough LEWICE ice shapes. Roughness for the LEWICE ice shapes was simulated with 36-size grit. The experiments conducted showed that the glaze ice castings reduced the maximum lift coefficient of the clean wing by 11.5% to 93.6%, while the 5-min rime ice casting increased maximum lift by 3.4%. Minimum iced wing drag was 133% to 3533% greater with respect to the clean case. The drag of the iced wing near the clean wing stall angle of attack was 17% to 104% higher than that of the clean case. In general, the aileron remained effective in changing the lift of the clean and iced wings for all angles of attack and aileron deflections tested. Aileron hinge moments for the iced wing cases remained within the maximum and minimum limits defined by the clean wing hinge moments. Tests conducted with the LEWICE ice shapes showed that in general the trends in aerodynamic performance degradation of the wing with the simulated ice shapes were similar to those obtained with the IRT ice shape castings. However, in most cases, the ice castings resulted in greater aerodynamic performance losses than those obtained with the LEWICE ice shapes. For the majority of the LEWICE ice shapes, the addition of 36-size grit roughness to the smooth ice shapes increased aerodynamic performance losses.

Ice shape↗
NASA NTRS2006

The Use of RGPS Kinematic Data to Estimate Nonlinear Sea Ice Motion

In current simulations of the interaction between sea ice and its environment, large significance is placed on the deformation of the sea ice. Sea ice deformation is an important process in determining the sea ice thickness distribution across a wide range of space and time scales. Changes in the sea ice thickness distribution affect energy and mass fluxes between the atmosphere and ocean and also the strength of the ice. While most current ice models assume linear variation in the ice motion field to calculate strain, deformation of sea ice occurs through the opening, closing and shearing of ice along discrete linear features. New numerical models are being developed which explicitly account for discontinuities in ice motion, and the need for requisite data sets for model validation has emerged. Multiple buoy data sets, as well as satellite data, have been used to examine the movement and deformation of sea ice. Generally it has been found that the ice motion field has been represented well by buoy data, as well as satellite data over a broad range of scales. However, the underlying deformation (spatial variation in displacement) as represented by different data sets may vary. For the work presented here, sea ice motion In current simulations of the interaction between sea ice and its environment, large significance is placed on the deformation of the sea ice. Sea ice deformation is an important process in determining the sea ice thickness distribution across a wide range of space and time scales. Changes in the sea ice thickness distribution affect energy and mass fluxes between the atmosphere and ocean and also the strength of the ice. While most current ice models assume linear variation in the ice motion field to calculate strain, deformation of sea ice occurs through the opening, closing and shearing of ice along discrete linear features. New numerical models are being developed which explicitly account for discontinuities in ice motion, and the need for requisite data sets for model validation has emerged. Multiple buoy data sets, as well as satellite data, have been used to examine the movement and deformation of sea ice. Generally it has been found that the ice motion field has been represented well by buoy data, as well as satellite data over a broad range of scales. However, the underlying deformation (spatial variation in displacement) as represented by different data sets may vary. For the work presented here, sea ice motio

Pruis, M.↗
NASA NTRS2014

Validation of 3-D Ice Accretion Measurement Methodology for Experimental Aerodynamic Simulation

Determining the adverse aerodynamic effects due to ice accretion often relies on dry-air wind-tunnel testing of artificial, or simulated, ice shapes. Recent developments in ice accretion documentation methods have yielded a laser-scanning capability that can measure highly three-dimensional features of ice accreted in icing wind tunnels. The objective of this paper was to evaluate the aerodynamic accuracy of ice-accretion simulations generated from laser-scan data. Ice-accretion tests were conducted in the NASA Icing Research Tunnel using an 18-inch chord, 2-D straight wing with NACA 23012 airfoil section. For six ice accretion cases, a 3-D laser scan was performed to document the ice geometry prior to the molding process. Aerodynamic performance testing was conducted at the University of Illinois low-speed wind tunnel at a Reynolds number of 1.8 x 10(exp 6) and a Mach number of 0.18 with an 18-inch chord NACA 23012 airfoil model that was designed to accommodate the artificial ice shapes. The ice-accretion molds were used to fabricate one set of artificial ice shapes from polyurethane castings. The laser-scan data were used to fabricate another set of artificial ice shapes using rapid prototype manufacturing such as stereolithography. The iced-airfoil results with both sets of artificial ice shapes were compared to evaluate the aerodynamic simulation accuracy of the laser-scan data. For four of the six ice-accretion cases, there was excellent agreement in the iced-airfoil aerodynamic performance between the casting and laser-scan based simulations. For example, typical differences in iced-airfoil maximum lift coefficient were less than 3% with corresponding differences in stall angle of approximately one degree or less. The aerodynamic simulation accuracy reported in this paper has demonstrated the combined accuracy of the laser-scan and rapid-prototype manufacturing approach to simulating ice accretion for a NACA 23012 airfoil. For several of the ice-accretion cases tested, the aerodynamics is known to depend upon the small, three dimensional features of the ice. These data show that the laser-scan and rapid-prototype manufacturing approach is capable of replicating these ice features within the reported accuracies of the laser-scan measurement and rapid-prototyping method; thus providing a new capability for high-fidelity ice-accretion documentation and artificial ice-shape fabrication for icing research.

Scale Models↗
NASA NTRS2015

Validation of 3-D Ice Accretion Measurement Methodology for Experimental Aerodynamic Simulation

Determining the adverse aerodynamic effects due to ice accretion often relies on dry-air wind-tunnel testing of artificial, or simulated, ice shapes. Recent developments in ice-accretion documentation methods have yielded a laser-scanning capability that can measure highly three-dimensional (3-D) features of ice accreted in icing wind tunnels. The objective of this paper was to evaluate the aerodynamic accuracy of ice-accretion simulations generated from laser-scan data. Ice-accretion tests were conducted in the NASA Icing Research Tunnel using an 18-in. chord, two-dimensional (2-D) straight wing with NACA 23012 airfoil section. For six ice-accretion cases, a 3-D laser scan was performed to document the ice geometry prior to the molding process. Aerodynamic performance testing was conducted at the University of Illinois low-speed wind tunnel at a Reynolds number of 1.8 × 10(exp 6) and a Mach number of 0.18 with an 18-in. chord NACA 23012 airfoil model that was designed to accommodate the artificial ice shapes. The ice-accretion molds were used to fabricate one set of artificial ice shapes from polyurethane castings. The laser-scan data were used to fabricate another set of artificial ice shapes using rapid prototype manufacturing such as stereolithography. The iced-airfoil results with both sets of artificial ice shapes were compared to evaluate the aerodynamic simulation accuracy of the laser-scan data. For five of the six ice-accretion cases, there was excellent agreement in the iced-airfoil aerodynamic performance between the casting and laser-scan based simulations. For example, typical differences in iced-airfoil maximum lift coefficient were less than 3 percent with corresponding differences in stall angle of approximately 1 deg or less. The aerodynamic simulation accuracy reported in this paper has demonstrated the combined accuracy of the laser-scan and rapid-prototype manufacturing approach to simulating ice accretion for a NACA 23012 airfoil. For several of the ice-accretion cases tested, the aerodynamics is known to depend upon the small, three-dimensional features of the ice. These data show that the laser-scan and rapid-prototype manufacturing approach is capable of replicating these ice features within the reported accuracies of the laser-scan measurement and rapid-prototyping method; thus providing a new capability for high-fidelity ice-accretion documentation and artificial ice-shape fabrication for icing research.

Aircraft Icing↗
NASA NTRS2012

Variability and Anomalous Trends in the Global Sea Ice Cover

The advent of satellite data came fortuitously at a time when the global sea ice cover has been changing rapidly and new techniques are needed to accurately assess the true state and characteristics of the global sea ice cover. The extent of the sea ice in the Northern Hemisphere has been declining by about -4% per decade for the period 1979 to 2011 but for the period from 1996 to 2010, the rate of decline became even more negative at -8% per decade, indicating an acceleration in the decline. More intriguing is the drastically declining perennial sea ice area, which is the ice that survives the summer melt and observed to be retreating at the rate of -14% per decade during the 1979 to 2012 period. Although a slight recovery occurred in the last three years from an abrupt decline in 2007, the perennial ice extent was almost as low as in 2007 in 2011. The multiyear ice, which is the thick component of the perennial ice and regarded as the mainstay of the Arctic sea ice cover is declining at an even higher rate of -19% per decade. The more rapid decline of the extent of this thicker ice type means that the volume of the ice is also declining making the survival of the Arctic ice in summer highly questionable. The slight recovery in 2008, 2009 and 2010 for the perennial ice in summer was likely associated with an apparent cycle in the time series with a period of about 8 years. Results of analysis of concurrent MODIS and AMSR-E data in summer also provide some evidence of more extensive summer melt and meltponding in 2007 and 2011 than in other years. Meanwhile, the Antarctic sea ice cover, as observed by the same set of satellite data, is showing an unexpected and counter intuitive increase of about 1 % per decade over the same period. Although a strong decline in ice extent is apparent in the Bellingshausen/ Amundsen Seas region, such decline is more than compensated by increases in the extent of the sea ice cover in the Ross Sea region. The results of analysis of MODIS, AMSR-E and SSM/I data reveal that the sea ice production rate at the coastal polynyas along the Ross Ice Shelf has been increasing since 1992. This also means that the salinization rate and the formation of bottom water in the region are going up as well. Simulation studies indicate that the stronger production rate is likely associated with the ozone hole that has caused a deepening of the lows in the West Antarctic region and therefore stronger winds off the Ross Ice Shelf. Stronger winds causes larger coastal polynyas near the shelf and hence an enhanced ice production in the region during the autumn and winter period. Results of analysis of temperature data from MODIS and AMSR-E shows that the area and concentration of the sea ice cover are highly correlated with surface temperature for both the Arctic and Antarctic, especially in the seasonal regions where the correlation coefficients are about 0.9. Abnormally high sea surface temperatures (SSTs) and surface ice temperatures (SITs) were also observed in 2007 and 2011when drastic reductions in the summer ice cover occurred, This phenomenon is consistent with the expected warming of the upper layer of the Arctic Ocean on account of ice-albedo feedback. Changes in atmospheric circulation are also expected to have a strong influence on the sea ice cover but the results of direct correlation analyses of the sea ice cover with the Northern and the Southern Annular Mode indices show relatively weak correlations, This might be due in part to the complexity of the dynamics of the system that can be further altered by some phenomena like the Antarctic Circumpolar Wave and extra polar processes like the El Nino Southern Oscillation (ENSO) and the Pacific Decadal Oscillation (POD),

Comiso, Josefino C.↗
NASA NTRS1994

Feasibility of sea ice typing with synthetic aperture radar (SAR): Merging of Landsat thematic mapper and ERS 1 SAR satellite imagery

Earth Remote-Sensing Satellite (ERS) 1 synthetic aperture radar (SAR) and Landsat thematic mapper (TM) images were acquired for the same area in the Beaufort Sea, April 16 and 18, 1992. The two image pairs were colocated to the same grid (25-m resolution), and a supervised ice type classification was performed on the TM images in order to classify ice free, nilas, gray ice, gray-white ice, thin first-year ice, medium and thick first-year ice, and old ice. Comparison of the collocated SAR pixels showed that ice-free areas can only be classified under calm wind conditions (less than 3 m/s) and for surface winds greater than 10 m/s based on the backscattering coefficient alone. This is true for pack ice regions during the cold months of the year where ice-free areas are spatially limited and where the capillary waves that cause SAR backscatter are dampened by entrained ice crystals. For nilas, two distinct backscatter classes were found at -17 dB and at -10 dB. The higher backscattering coefficient is attributed to the presence of frost flowers on light nilas. Gray and gray-white ice have a backscatter signature similar to first-year ice and therefore cannot be distinguished by SAR alone. First-year and old ice can be clearly separated based on their backscattering coefficient. The performance of the Geophysical Processor System ice classifier was tested against the Landsat derived ice products. It was found that smooth first-year ice and rough first-year ice were not significantly different in the backscatter domain. Ice concentration estimates based on ERS 1 C band SAR showed an error range of 5 to 8% for high ice concentration regions, mainly due to misclassified ice-free and smooth first-year ice areas. This error is expected to increase for areas of lower ice concentration. The combination of C band SAR and TM channels 2, 4, and 6 resulted in ice typing performance with an estimated accuracy of 90% for all seven ice classes.

Steffen, Konrad↗
NASA NTRS1998

Variability of Arctic Sea Ice as Viewed from Space

Over the past 20 years, satellite passive-microwave radiometry has provided a marvelous means for obtaining information about the variability of the Arctic sea ice cover and particularly about sea ice concentrations (% areal coverages) and from them ice extents and the lengths of the sea ice season. This ability derives from the sharp contrast between the microwave emissions of sea ice versus liquid water and allows routine monitoring of the vast Arctic sea ice cover, which typically varies in extent from a minimum of about 8,000,000 sq km in September to a maximum of about 15,000,000 sq km in March, the latter value being over 1.5 times the area of either the United States or Canada. The vast Arctic ice cover has many impacts, including hindering heat, mass, and y momentum exchanges between the oceans and the atmosphere, reducing the amount of solar radiation absorbed at the Earth's surface, affecting freshwater transports and ocean circulation, and serving as a vital surface for many species of polar animals. These direct impacts also lead to indirect impacts, including effects on local and perhaps global atmospheric temperatures, effects that are being examined in general circulation modeling studies, where preliminary results indicate that changes on the order of a few percent sea ice concentration can lead to temperature changes of 1 K or greater even in local areas outside of the sea ice region. Satellite passive-microwave data for November 1978 through December 1996 reveal marked regional and interannual variabilities in both the ice extents and the lengths of the sea ice season, as well as some statistically significant trends. For the north polar ice cover as a whole, maximum ice extents varied over a range of 14,700,000 - 15,900,000 km(2), while individual regions showed much greater percentage variations, e.g., with the Greenland Sea experiencing a range of 740,000 - 1,1110,000 km(2) in its yearly maximum ice coverage. Although variations from year to year and region to region are large, overall the Arctic ice extents did show a statistically significant, 2.8%/ decade negative trend over the 18.2-year period. Ice season lengths, which vary from only a few weeks near the ice margins to the full year in the large region of perennial ice coverage, also experienced interannual variability, and mapping their trends allows detailed geographic information on exactly where the ice season lengthened and where it shortened. Over the 18 years, ice season lengthening occurred predominantly in the western hemisphere and was strongest in the western Labrador Sea, while ice season shortening occurred predominantly in the eastern hemisphere and was strongest in the eastern Barents Sea. Much information about other important Arctic sea ice variables has also been obtained from satellite data, including information about melt ponding, temperature, snow cover, and ice velocities. For instance, maps of ice velocities have now been made from satellite scatterometry data, including information about melt ponding, temperature, snow cover, and ice velocities.

Parkinson, Claire L.↗
NASA NTRS2021

An Investigation of the Grain Size and Adhesion Strength of High-Speed Impact Ice

Ice accumulation on aircraft from supercooled water droplets (impact icing) can increase drag and decrease lift, leading to a decrease in fuel efficiency and a potential for unsafe situations. Anti-icing materials and coatings are of high interest to prevent aircraft icing. Because no anti-icing material suitable for in-flight situations has been realized, icing models aim to predict the accumulation and shape of the ice to understand its effects. In both cases, understanding the physical mechanism behind ice adhesion and shedding is necessary. A recent literature review has shown that the apparent ice adhesion strength to any specific material varies over several orders of magnitude across studies and test methods. One of the reasons for this high variance is likely to be the varying microstructure of the ice used for different studies. Although the microstructure of impact ice has been studied in the past, those conditions were not relevant to that of in-flight aircraft icing. The microstructure of the ice formed will determine both its bulk and surface properties, yet it has been overlooked in the ice adhesion community. Here, we use optical microscopy to study the non-uniform ice crystal grain size in impact ice accreted in NASA Glenn Research Center’s Icing Research Tunnel at various icing conditions. Similar to other environmental conditions studied in the literature, we show an increase in grain size at larger distances from the growth interface; however, the data shows substantially larger grains than what was expected from the prior literature. Ice accrued at lower temperatures has a smaller grain size at all distances from the growth interface. No change in grain size was noticed when varying only the wind speed. A correlational analysis shows that smaller grain sizes at the growth interface corresponded to an increase in the apparent ice adhesion strength when the adhesive failure was interfacial, but not when the failure was cohesive. These results may explain the overall trend in the literature of increasing apparent adhesion strength with decreasing temperature. Incorporating microstructure trends for various environmental conditions in icing models may increase the certainty in predicting ice adhesion strength and shedding, and will provide a better basis for comparison between adhesive tests on ice produced in different facilities and at different storage times.

• Ice Fabric↗
NASA NTRS2019

Experimental Aerodynamic Simulation of Scallop Ice Accretion on a Swept Wing

Understanding the aerodynamic impact of swept-wing ice accretions is a crucial component of the design of modern aircraft. Computer-simulation tools are commonly used to approximate ice shapes, so the necessary level of detail or fidelity of those simulated ice shapes must be understood relative to high-fidelity representations of the ice. Previous tests were performed in the NASA Icing Research Tunnel to acquire high-fidelity ice shapes. From this database, full-span artificial ice shapes were designed and manufactured for both an 8.9%-scale and 13.3%-scale semispan wing model of the CRM65 which has been established as the full-scale baseline for this swept-wing project. These models were tested in the Walter H. Beech wind tunnel at Wichita State University and at the ONERA F1 facility, respectively. The data collected in the Wichita St. University wind tunnel provided a low-Reynolds number baseline study while the pressurized F1 facility produced data over a wide range of Reynolds and Mach numbers with the highest Reynolds number studied being approximately Re=11.9x106. Past work focused on only three different fidelity variations for ice shapes based on multiple icing conditions. This work presents a more detailed investigation into several fidelity representations of a single highly three-dimensional scallop ice accretion. Sensitivity to roughness size and application technique on a low-fidelity smooth ice shape is described. The data indicate that the aerodynamic performance is not especially sensitive to the grit variations. An ice accretion code was also used to generate ice shapes for aerodynamic testing and comparisons. These ice shapes have a general appearance like the low-fidelity smooth ice shapes, but in this case, the computer-generated ice shape is significantly smaller. As such, the impact of that ice shape on the aerodynamic performance of the wing is reduced compared to the smooth ice shape based on the icing experiment for those same conditions. Spanwise discontinuities were also introduced to a low-fidelity ice shape in an attempt to quantify the impact of those variation in the high-fidelity ice shape. While the lift data indicate good agreement between the high-fidelity ice shapes and the low-fidelity ice shapes and the low-fidelity ice shapes with spanwise discontinuities, a closer investigation of the data suggests potential, significant differences in the flowfield. These results were similar at both facilities over the wide range of test conditions utilized.

Woodard, Brian↗
NASA NTRS2006

Ice-Borehole Probe

An instrumentation system has been developed for studying interactions between a glacier or ice sheet and the underlying rock and/or soil. Prior borehole imaging systems have been used in well-drilling and mineral-exploration applications and for studying relatively thin valley glaciers, but have not been used for studying thick ice sheets like those of Antarctica. The system includes a cylindrical imaging probe that is lowered into a hole that has been bored through the ice to the ice/bedrock interface by use of an established hot-water-jet technique. The images acquired by the cameras yield information on the movement of the ice relative to the bedrock and on visible features of the lower structure of the ice sheet, including ice layers formed at different times, bubbles, and mineralogical inclusions. At the time of reporting the information for this article, the system was just deployed in two boreholes on the Amery ice shelf in East Antarctica and after successful 2000 2001 deployments in 4 boreholes at Ice Stream C, West Antarctica, and in 2002 at Black Rapids Glacier, Alaska. The probe is designed to operate at temperatures from 40 to +40 C and to withstand the cold, wet, high-pressure [130-atm (13.20-MPa)] environment at the bottom of a water-filled borehole in ice as deep as 1.6 km. A current version is being outfitted to service 2.4-km-deep boreholes at the Rutford Ice Stream in West Antarctica. The probe (see figure) contains a sidelooking charge-coupled-device (CCD) camera that generates both a real-time analog video signal and a sequence of still-image data, and contains a digital videotape recorder. The probe also contains a downward-looking CCD analog video camera, plus halogen lamps to illuminate the fields of view of both cameras. The analog video outputs of the cameras are converted to optical signals that are transmitted to a surface station via optical fibers in a cable. Electric power is supplied to the probe through wires in the cable at a potential of 170 VDC. A DC-to-DC converter steps the supply down to 12 VDC for the lights, cameras, and image-data-transmission circuitry. Heat generated by dissipation of electric power in the probe is removed simply by conduction through the probe housing to the visible features of the lower structure of the ice sheet, including ice layers formed at different times, bubbles, and mineralogical inclusions. At the time of reporting the information for this article, the system was just deployed in two boreholes on the Amery ice shelf in East Antarctica and after successful 2000 2001 deployments in 4 boreholes at Ice Stream C, West Antarctica, and in 2002 at Black Rapids Glacier, Alaska. The probe is designed to operate at temperatures from 40 to +40 C and to withstand the cold, wet, high-pressure [130-atm (13.20-MPa)] environment at the bottom of a water-filled borehole in ice as deep as 1.6 km. A current version is being outfitted to service 2.4-km-deep boreholes at the Rutford Ice Stream in West Antarctica. The probe (see figure) contains a sidelooking charge-coupled-device (CCD) camera that generates both a real-time analog video signal and a sequence of still-image data, and contains a digital videotape recorder. The probe also contains a downward-looking CCD analog video camera, plus halogen lamps to illuminate the fields of view of both cameras. The analog video outputs of the cameras are converted to optical signals that are transmitted to a surface station via optical fibers in a cable. Electric power is supplied to the probe through wires in the cable at a potential of 170 VDC. A DC-to-DC converter steps the supply down to 12 VDC for the lights, cameras, and image-datatransmission circuitry. Heat generated by dissipation of electric power in the probe is removed simply by conduction through the probe housing to the visible features of the lower structure of the ice sheet, including ice layers formed at different times, bubbles, and mineralogical inclusions. At thime of reporting the information for this article, the system was just deployed in two boreholes on the Amery ice shelf in East Antarctica and after successful 2000 2001 deployments in 4 boreholes at Ice Stream C, West Antarctica, and in 2002 at Black Rapids Glacier, Alaska. The probe is designed to operate at temperatures from 40 to +40 C and to withstand the cold, wet, high-pressure [130-atm (13.20-MPa)] environment at the bottom of a water-filled borehole in ice as deep as 1.6 km. A current version is being outfitted to service 2.4-km-deep boreholes at the Rutford Ice Stream in West Antarctica. The probe (see figure) contains a sidelooking charge-coupled-device (CCD) camera that generates both a real-time analog video signal and a sequence of still-image data, and contains a digital videotape recorder. The probe also contains a downward-looking CCD analog video camera, plus halogen lamps to illuminate the fields of view of both cameras. The analog video outputs of the cameras are converted to optical signals that are transmitted to a surface station via optical fibers in a cable. Electric power is supplied to the probe through wires in the cable at a potential of 170 VDC. A DC-to-DC converter steps the supply down to 12 VDC for the lights, cameras, and image-datatransmission circuitry. Heat generated by dissipation of electric power in the probe is removed simply by conduction through the probe housing to the adjacent water and ice.

Behar, Alberto↗
NASA NTRSDate not supplied

Analysis of Ice Mass Growth Over Time on the CRM65 Midspan Hybrid Model

The Aeronautics Research Mission Directorate at NASA is developing and applying tools to enable future technologies towards sustainable flight. Aircraft icing has been identified as a potential barrier to entry into service for innovative designs necessitating improvements to computational ice accretion tools. NASA is developing the Glenn Icing Computational Environment (GlennICE) to address deficiencies in the computational modeling capabilities of previously developed ice accretion solvers. To benchmark and improve the ability to model highly three-dimensional ice accretion, high quality validation data against experimental data is required. The CRM65 Midspan Hybrid geometry was previously tested at the NASA Icing Research Tunnel to generate experimental data for swept wing geometries typical for commercial transport aircraft. As a part of a 2018 icing test campaign, experimental data characterizing the relationship between ice accretion time and ice mass growth was obtained and can be leveraged for use in validation of computational tools. The desire for computational ice accretion solvers to predict ice shapes profiles accreted experimentally has often overshadowed the comparison to the mass and bulk volume of ice accreted. To address this deficiency, an analysis is presented in which GlennICE is applied to simulations of the CRM65 Midspan Hybrid model tested in the NASA Icing Research Tunnel. Results from the computational fluid dynamics simulations compared favorably to the experimental pressure coefficient data, thus validating the modeling setup. The experimental data showed excellent repeatability for the 15.0 minute accretion time. The comparisons between the experimental and computational ice mass over time showed good agreement up to 10.0 minutes after which the ice mass was underpredicted. The experimental ice mass was largely linear with some nonlinear data. The bulk volume of ice accreted experimentally compared well to GlennICE for the scanned ice shapes and mean combined cross section ice shapes, but was underpredicted for the maximum combined cross section ice shapes at longer accretion times. The experimental minimum combined cross section, mean combined cross section, and maximum combined cross section profiles when compared to GlennICE show good agreement for the mean combined cross section up to 15.0 minutes. The analyses show that with a single-shot method, GlennICE currently underpredicts the ice mass for longer accretion times, is not able to match the bulk volume of the maximum combined cross section due to dominating scallop features, and future work is required to generate a more generalized ice bulk density model.

Icing↗
NASA NTRSDate not supplied

Analysis of Ice Mass Growth Over Time on the CRM65 Midspan Hybrid Model

The Aeronautics Research Mission Directorate at NASA is developing and applying tools to enable future technologies towards sustainable flight. Aircraft icing has been identified as a potential barrier to entry into service for innovative designs necessitating improvements to computational ice accretion tools. NASA is developing the Glenn Icing Computational Environment (GlennICE) to address deficiencies in the computational modeling capabilities of previously developed ice accretion solvers. To benchmark and improve the ability to model highly three-dimensional ice accretion, high quality validation data against experimental data is required. The CRM65 Midspan Hybrid geometry was previously tested at the NASA Icing Research Tunnel to generate experimental data for swept wing geometries typical for commercial transport aircraft. As a part of a 2018 icing test campaign, experimental data characterizing the relationship between ice accretion time and ice mass growth was obtained and can be leveraged for use in validation of computational tools. The desire for computational ice accretion solvers to predict ice shapes profiles accreted experimentally has often overshadowed the comparison to the mass and bulk volume of ice accreted. To address this deficiency, an analysis is presented in which GlennICE is applied to simulations of the CRM65 Midspan Hybrid model tested in the NASA Icing Research Tunnel. Results from the computational fluid dynamics simulations compared favorably to the experimental pressure coefficient data, thus validating the modeling setup. The experimental data showed excellent repeatability for the 15.0 minute accretion time. The comparisons between the experimental and computational ice mass over time showed good agreement up to 10.0 minutes after which the ice mass was underpredicted. The experimental ice mass was largely linear with some nonlinear data. The bulk volume of ice accreted experimentally compared well to GlennICE for the scanned ice shapes and mean combined cross section ice shapes, but was underpredicted for the maximum combined cross section ice shapes at longer accretion times. The experimental minimum combined cross section, mean combined cross section, and maximum combined cross section profiles when compared to GlennICE show good agreement for the mean combined cross section up to 15.0 minutes. The analyses show that with a single-shot method, GlennICE currently underpredicts the ice mass for longer accretion times, is not able to match the bulk volume of the maximum combined cross section due to dominating scallop features, and future work is required to generate a more generalized ice bulk density model.

Icing↗
NASA NTRSDate not supplied

Large-Drop Ice Accretion Test Results for a Large Scale Swept Wing Model

In-flight icing is an important consideration that affects aircraft design, performance and safety. Newer regulations combined with increasing demand to reduce fuel burn, emissions and noise are driving a need for improvements in icing simulation capability. To that end, this paper presents the results of ice accretion testing conducted in the NASA Icing Research Tunnel on a large swept wing section typical of a modern commercial transport. The model was based upon a section of the Common Research Model wing at the 64% semispan station with a streamwise chord length of 136 in. The test conditions were developed with an icing scaling analysis to generate similar conditions for a small MVD = 25 μm and a large MVD = 110 μm. A series of tests were conducted over a range of total temperature from -23.8 ˚C to -1.4 ˚C with all other conditions held constant. The results for the small MVD cloud conditions were consistent with previous work and showed the changing ice morphology from rime ice at colder temperatures to highly 3D scallop ice in the range of -8.7 ˚C to -3.8 ˚C. The results for the large MVD cloud conditions exhibited some differences in the ice accretion morphology from the small MVD conditions. Scallop-like ice features were observed at total temperature of -3.8˚C. The large MVD ice accretion at lower temperatures tended to be smoother than the corresponding ice accretion for small MVD. The thickness of the main ice shape tended to be larger for the small MVD conditions compared to the corresponding large MVD ice shape while the latter had more ice farther downstream. The measured ice mass was approximately equal between the corresponding small and large MVD ice shapes up to a freezing fraction of 0.6. For higher freezing fraction, the large MVD ice shapes weighed more. Cloud MVD variation from 50 μm to 230 μm while holding the scaling parameters constant resulted in very minor differences in the ice shapes, mostly in the upper and lower surface chordwise extents. Ice volume was computed from 3D scan data and used to calculate a ratio of ice mass to volume. The resulting values were in the range of 240 to 455 Kg/m3. While this is consistent with analogous values previously reported in the literature, more data are needed to determine a specific trend in this ratio as a function of freezing fraction and the corresponding governing physical phenomena. This work has resulted in a significant experimental database of ice accretion for small and large MVD conditions applicable to large-scale swept wings.

Icing↗
NASA NTRSDate not supplied

Large-Drop Ice Accretion Test Results for a Large Scale Swept Wing Section

In-flight icing is an important consideration that affects aircraft design, performance and safety. Newer regulations combined with increasing demand to reduce fuel burn, emissions and noise are driving a need for improvements in icing simulation capability. To that end, this paper presents the results of ice accretion testing conducted in the NASA Icing Research Tunnel on a large swept wing typical of a modern commercial transport. The model was based upon a section of the Common Research Model wing at the 64% semispan station with a streamwise chord length of 136 in. The test conditions were developed with an icing scaling analysis to generate similar conditions for a small MVD = 25 μm and a large MVD = 110 μm. A series of tests were conducted over a range of total temperature from -23.8 ˚C to -1.4 ˚C with all other conditions held constant. The results for the small MVD cloud conditions were consistent with previous work and showed the changing ice morphology from rime ice at colder temperatures to highly 3D scallop ice in the range of -8.7 ˚C to -3.8 ˚C. The results for the large MVD cloud conditions exhibited some differences in the ice accretion morphology. Scallop-like ice features were observed at total temperature of -3.8˚C. The large MVD ice accretion at lower temperatures tended to be smoother than the corresponding ice accretion for small MVD. The thickness of the main ice shape tended to be larger for the small MVD conditions compared to the corresponding large MVD ice shape while the latter had more ice farther downstream. The measured ice mass was approximately equal between the corresponding small and large MVD ice shapes up to a freezing fraction of 0.6. For higher freezing fraction, the large MVD ice shapes weighed more. Cloud MVD variation from 50 μm to 230 μm while holding the scaling parameters constant resulted in very minor differences in the ice shapes, mostly in the upper and lower surface chordwise extents. Ice volume was computed from 3D scan data and used to calculate a ratio of ice mass to volume. The resulting values were in the range of 240 to 455 Kg/m3. While this is consistent with analogous values previously reported in the literature, more data are needed to determine a specific trend in this ratio as a function of freezing fraction and the corresponding governing physical phenomena. This work has resulted in a significant experimental database of ice accretion for small and large MVD conditions applicable to large-scale swept wings.

Icing↗
NASA NTRS2015

Ice Particle Analysis of the Honeywell AL502 Engine Booster

A flow and ice particle trajectory analysis was performed for the booster of the Honeywell ALF502 engine. The analysis focused on two closely related conditions one of which produced an icing event and another which did not during testing of the ALF502 engine in the Propulsion Systems Lab (PSL) at NASA Glenn Research Center. The flow analysis was generated using the NASA Glenn GlennHT flow solver and the particle analysis was generated using the NASA Glenn LEWICE3D v3.63 ice accretion software. The inflow conditions for the two conditions were similar with the main differences being that the condition that produced the icing event was 6.8 K colder than the non-icing event case and the inflow ice water content (IWC) for the non-icing event case was 50% less than for the icing event case. The particle analysis, which considered sublimation, evaporation and phase change, was generated for a 5 micron ice particle with a sticky impact model and for a 24 micron median volume diameter (MVD), 7 bin ice particle distribution with a supercooled large droplet (SLD) splash model used to simulate ice particle breakup. The particle analysis did not consider the effect of the runback and re-impingement of water resulting from the heated spinner and anti-icing system. The results from the analysis showed that the amount of impingement for the components were similar for the same particle size and impact model for the icing and non-icing event conditions. This was attributed to the similar aerodynamic conditions in the booster for the two cases. The particle temperature and melt fraction were higher at the same location and particle size for the non-icing event than for the icing event case due to the higher incoming inflow temperature for the non-event case. The 5 micron ice particle case produced higher impact temperatures and higher melt fractions on the components downstream of the fan than the 24 micron MVD case because the average particle size generated by the particle breakup was larger than 5 microns which yielded less warming and melting. The analysis also showed that the melt fraction and wet bulb temperature icing criterion developed during tests in the Research Altitude Test Facility (RATFac) at the National Research Council (NRC) of Canada were useful in predicting icing events in the ALF502 engine. The development of an ice particle impact model which includes the effects of particle breakup, phase change, and surface state is necessary to further improve the prediction of ice particle transport with phase change through turbomachinery.

Ice Accretion Codes↗
NASA NTRS2014

Modeling of Commercial Turbofan Engine With Ice Crystal Ingestion: Follow-On

The occurrence of ice accretion within commercial high bypass aircraft turbine engines has been reported under certain atmospheric conditions. Engine anomalies have taken place at high altitudes that have been attributed to ice crystal ingestion, partially melting, and ice accretion on the compression system components. The result was degraded engine performance, and one or more of the following: loss of thrust control (roll back), compressor surge or stall, and flameout of the combustor. As ice crystals are ingested into the fan and low pressure compression system, the increase in air temperature causes a portion of the ice crystals to melt. It is hypothesized that this allows the ice-water mixture to cover the metal surfaces of the compressor stationary components which leads to ice accretion through evaporative cooling. Ice accretion causes a blockage which subsequently results in the deterioration in performance of the compressor and engine. The focus of this research is to apply an engine icing computational tool to simulate the flow through a turbofan engine and assess the risk of ice accretion. The tool is comprised of an engine system thermodynamic cycle code, a compressor flow analysis code, and an ice particle melt code that has the capability of determining the rate of sublimation, melting, and evaporation through the compressor flow path, without modeling the actual ice accretion. A commercial turbofan engine which has previously experienced icing events during operation in a high altitude ice crystal environment has been tested in the Propulsion Systems Laboratory (PSL) altitude test facility at NASA Glenn Research Center. The PSL has the capability to produce a continuous ice cloud which is ingested by the engine during operation over a range of altitude conditions. The PSL test results confirmed that there was ice accretion in the engine due to ice crystal ingestion, at the same simulated altitude operating conditions as experienced previously in flight. The computational tool was utilized to help guide a portion of the PSL testing, and was used to predict ice accretion could also occur at significantly lower altitudes. The predictions were qualitatively verified by subsequent testing of the engine in the PSL. In a previous study, analysis of select PSL test data points helped to calibrate the engine icing computational tool to assess the risk of ice accretion. This current study is a continuation of that data analysis effort. The study focused on tracking the variations in wet bulb temperature and ice particle melt ratio through the engine core flow path. The results from this study have identified trends, while also identifying gaps in understanding as to how the local wet bulb temperature and melt ratio affects the risk of ice accretion and subsequent engine behavior.

Jorgenson, Philip C. E.↗
NASA NTRS2014

Modeling of Commercial Turbofan Engine with Ice Crystal Ingestion; Follow-On

The occurrence of ice accretion within commercial high bypass aircraft turbine engines has been reported under certain atmospheric conditions. Engine anomalies have taken place at high altitudes that have been attributed to ice crystal ingestion, partially melting, and ice accretion on the compression system components. The result was degraded engine performance, and one or more of the following: loss of thrust control (roll back), compressor surge or stall, and flameout of the combustor. As ice crystals are ingested into the fan and low pressure compression system, the increase in air temperature causes a portion of the ice crystals to melt. It is hypothesized that this allows the ice-water mixture to cover the metal surfaces of the compressor stationary components which leads to ice accretion through evaporative cooling. Ice accretion causes a blockage which subsequently results in the deterioration in performance of the compressor and engine. The focus of this research is to apply an engine icing computational tool to simulate the flow through a turbofan engine and assess the risk of ice accretion. The tool is comprised of an engine system thermodynamic cycle code, a compressor flow analysis code, and an ice particle melt code that has the capability of determining the rate of sublimation, melting, and evaporation through the compressor flow path, without modeling the actual ice accretion. A commercial turbofan engine which has previously experienced icing events during operation in a high altitude ice crystal environment has been tested in the Propulsion Systems Laboratory (PSL) altitude test facility at NASA Glenn Research Center. The PSL has the capability to produce a continuous ice cloud which is ingested by the engine during operation over a range of altitude conditions. The PSL test results confirmed that there was ice accretion in the engine due to ice crystal ingestion, at the same simulated altitude operating conditions as experienced previously in flight. The computational tool was utilized to help guide a portion of the PSL testing, and was used to predict ice accretion could also occur at significantly lower altitudes. The predictions were qualitatively verified by subsequent testing of the engine in the PSL. In a previous study, analysis of select PSL test data points helped to calibrate the engine icing computational tool to assess the risk of ice accretion. This current study is a continuation of that data analysis effort. The study focused on tracking the variations in wet bulb temperature and ice particle melt ratio through the engine core flow path. The results from this study have identified trends, while also identifying gaps in understanding as to how the local wet bulb temperature and melt ratio affects the risk of ice accretion and subsequent engine behavior.

Jorgenson, Philip C. E.↗
NASA NTRSDate not supplied

Impact Ice Adhesion at NASA Glenn: Current Experimental Methods and Supporting Measurements

When examining the literature on the adhesion strength of impact ice, there have been a wide range of methodologies tried to measure the required stresses to induce interfacial delamination. Utilizing the Icing Research Tunnel at the NASA Glenn Research Center to generate the impact ice required for this work, several different mechanical tests have been and are being developed to determine the stresses along the interface between ice and coupon. This set of tests includes the technical mature modified lap joint test which has been used to conduct ice adhesion studies through a wide sweep of icing conditions. To conduct in situ ice adhesion measurements inside of the Icing Research Tunnel, several new experiments are currently being developed to make ice adhesion measurements during and immediately after ice accretion. In addition to these experimental methods, several supporting measurement techniques have been developed to allow for a better understanding on the influence of icing cloud conditions on the mechanical behavior of impact ice. Digital image correlation has been successfully implemented to augment the data generated by the modified lap joint test with full field surface displacement and strain measurements which allow for insight into the deformation processes present during a test. Both optical microscopy of impact ice samples along with ice replication techniques have been used to study the grain structure of the impact ice. This has led to a deeper understanding of the results from the modified lap joint method and how the structure of impact ice changes as it is accreted during an icing spray. The freezing process of impact ice generated by supercooled liquid water is not a volume conserving process, which leads to the presence of residual strains along the interface between ice and substrate. These strains have been observed using both a simplified flat geometry and a representative airfoil. The data gathered by these experimental adhesion methods and supporting measurements allows for a comprehensive understanding on the behavior of impact ice which will be critical to the development of future ice shedding models.

Ice Adhesion↗