Icing-protection requirements for reciprocating-engine induction systems
Explore the source record for details and available documents.
ICE PREVENTION - CARBURETORS↗
SEARCH · Search NASA
Results for “ICE PREVENTION - PROPELLERS”
Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.
Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.
Icing Characteristics and Anti-Icing Heat Requirements for Hollow and Ternally Modified Gas-Heated Inlet Guide Vanes
A two-dimensional inlet-guide-vane cascade was investigated to determine the effects of ice formations on the pressure losses across the guide vanes and to evaluate the heated gas flow and temperature required to prevent Icing at various conditions. A gas flow of approximately 0.4 percent of the inlet-air flow was necessary for anti-icing a hollow guide-vane stage at an inlet-gas temperature of 500 F under the following icing conditions: air velocity, 280 miles per hour; water content, 0.9 gram per cubic meter; and Inlet-air static temperature, 00 F. Also presented are the anti-icing gas flows required with modifications of the hollow Internal gas passage, which show heatinput savings greater than 50 percent.
Gray, Vernon H.↗
Comparison of Several Methods of Cyclic De-Icing of a Gas-Heated Airfoil
Several methods of cyclic de-icing of a gas-heated airfoil were investigated to determine ice-removal characteristics and heating requirements. The cyclic de-icing system with a spanwise ice-free parting strip in the stagnation region and a constant-temperature gas-supply duct gave the quickest and most reliable ice removal. Heating requirements for the several methods of cyclic de-icing are compared, and the savings over continuous ice prevention are shown. Data are presented to show the relation of surface temperature, rate of surface heating, and heating time to the removal of ice.
Gray, Vernon H.↗
A Flight Investigation of Exhaust-heat De-icing
The National Advisory Committee for Aeronautics conducted exhaust-heat de-icing tests in flight to provide data needed in the application of this method. The capacity to extract heat from the exhaust gas for de-icing purposes, the quantity of heat required, and other factors were examined. The results indicate that a wing-heating system employing a spanwise exhaust tube within the leading edge of the wing removed 30 to 35 percent of the heat from exhaust gas entering the wing. Data are given from which the heat required for ice prevention can be calculated. Sample calculations have been made on the basis of existing engine power/wing area ratios to show that sufficient heating can be obtained for ice protection on modern transportation airplanes, provided that uniform distribution of the heat can be secured.
Jones, Alun R↗
An Analytical Investigation of the Heat Losses from a U.S. Navy K-Type Airship
The heat losses from the envelope surface of a U.S. Navy K-type airship are evaluated to determine if the use of heat is a feasible means of preventing ice and snow accumulations on lighter-than-air craft during flight and when moored uncovered. Consideration is given to heat losses in clear air (no liquid water present in the atmosphere) and in probable conditions of icing and snow. The results of the analysis indicate that the amount of heat required in flight to raise the surface temperature of the entire envelope to the extent considered adequate for ice protection, based on experience with tests of heavier-than-air craft, is very large. Existing types of heating equipment which could be used to supply this quantity of heat would probably be too bulky and heavy to provide a practical flight installation. The heat requirements to provide protection for the nose and stern regions in assumed mild to moderate icing conditions appear to be within the range of the capacity of current types of heating equipment suitable for flight use. The amount of heat necessary to prevent snow accumulations on the upper surface of the airship envelope when moored uncovered under all conditions appear to be excessive for the heating equipment presently available for flight use, but could possibly be achieved with auxiliary ground heating equipment.
Hillendahl, Wesley H.↗
An Investigation of the Characteristics of Alcohol-distribution Tubes Used for Ice Protection on Aircraft Windshields
Explore the source record for details and available documents.
ICE PREVENTION - WINDSHIELDS↗
Martian Dust Storm Impact on Atmospheric H2o and D/H Observed By Exomars Trace Gas Orbiter
Global dust storms on Mars are rare1,2 but can affect the Martian atmosphere for several months. They can cause changes in atmospheric dynamics and inflation of the atmosphere3, primarily owing to solar heating of the dust3. In turn, changes in atmospheric dynamics can affect the distribution of atmospheric water vapour, with potential implications for the atmospheric photochemistry and climate on Mars4. Recent observations of the water vapour abundance in the Martian atmosphere during dust storm conditions revealed a high-altitude increase in atmospheric water vapour that was more pronounced at high northern latitudes5,6, as well as a decrease in the water column at low latitudes7,8. Here we present concurrent, high-resolution measurements of dust, water and semiheavy water (HDO) at the onset of a global dust storm, obtained by the NOMAD and ACS instruments onboard the ExoMars Trace Gas Orbiter. We report the vertical distribution of the HDO/H2O ratio (D/H) from the planetary boundary layer up to an altitude of 80 kilometres. Our findings suggest that before the onset of the dust storm, HDO abundances were reduced to levels below detectability at altitudes above 40 kilometres. This decrease in HDO coincided with the presence of water-ice clouds. During the storm, an increase in the abundance of H2O and HDO was observed at altitudes between 40 and 80 kilometres. We propose that these increased abundances may be the result of warmer temperatures during the dust storm causing stronger atmospheric circulation and preventing ice cloud formation, which may confine water vapour to lower altitudes through gravitational fall and subsequent sublimation of ice crystals3. The observed changes in H2O and HDO abundance occurred within a few days during the development of the dust storm, suggesting a fast impact of dust storms on the Martian atmosphere.
Ann Carine Vandaele↗
An Empirical Method Permitting Rapid Determination of the Area, Rate and Distribution of Water-Drop Impingement on an Airfoil of Arbitrary Section at Subsonic Speeds
An empirical method for the determination of the area, rate, and distribution of water-drop impingement on airfoils of arbitrary section is presented. The procedure represents an initial step toward the development of a method which is generally applicable in the design of thermal ice-prevention equipment for airplane wing and tail surfaces. Results given by the proposed empirical method are expected to be sufficiently accurate for the purpose of heated-wing design, and can be obtained from a few numerical computations once the velocity distribution over the airfoil has been determined. The empirical method presented for incompressible flow is based on results of extensive water-drop. trajectory computations for five airfoil cases which consisted of 15-percent-thick airfoils encompassing a moderate lift-coefficient range. The differential equations pertaining to the paths of the drops were solved by a differential analyzer. The method developed for incompressible flow is extended to the calculation of area and rate of impingement on straight wings in subsonic compressible flow to indicate the probable effects of compressibility for airfoils at low subsonic Mach numbers.
Bergrun, N. R.↗
Gelled Anti-icing Agents
Pectin added to antifreeze/water mixture. Formulations include water with dimethyl sulfoxide (DMSO) as deicer and pectin as gel former. Without gelling agent, deicer runs off vertical surfaces. Without pectin solution will completely evaporate in far less time. Agents developed have wide potential for ice prevention on runways, highways, bridges and sidewalks.
Markles, O. F.↗
Insulating Cryogenic Pipes With Frost
Crystallized water vapor fills voids in pipe insulation. Small, carefully controlled amount of water vapor introduced into dry nitrogen gas before it enters aft fuselage. Vapor freezes on pipes, filling cracks in insulation. Ice prevents gaseous nitrogen from condensing on pipes and dripping on structure, in addition to helping to insulate all parts. Industrial applications include large refrigeration plants or facilities that use cryogenic liquids.
Stephenson, J. G.↗
The Effect of Nonuniform Temperature Distributions on the Stresses and Distortions of Stiffened-Shell Structures
The structural effects of nonuniform temperature distributions, such as those produced by aerodynamic heating or thermal ice-prevention systems, are discussed and found to be of two types: The introduction of thermal stresses and distortions as a result of restrained thermal expansion and a change in the stresses and distortions produced by the applied loads as a result of the variation of elastic properties of materials with temperature. These effects are illustrated by sample analyses of the stress and distortion distributions of simple box beams and by calculation of the stresses on a typical wing section.
ALUMINUM ALLOYS - ALCOA 75ST6 - ELASTICITY↗
An empirically derived basis for calculating the area, rate, and distribution of water-drop impingement on airfoils
An empirically derived basis for predicting the area, rate, and distribution of water-drop impingement on airfoils of arbitrary section is presented. The concepts involved represent an initial step toward the development of a calculation technique which is generally applicable to the design of thermal ice-prevention equipment for airplane wing and tail surfaces. It is shown that sufficiently accurate estimates, for the purpose of heated-wing design, can be obtained by a few numerical computations once the velocity distribution over the airfoil has been determined. The calculation technique presented is based on results of extensive water-drop trajectory computations for five airfoil cases which consisted of 15-percent-thick airfoils encompassing a moderate lift-coefficient range. The differential equations pertaining to the paths of the drops were solved by a differential analyzer.
Bergrun, Norman R↗
Antarctic Exploration Parallels for Future Human Planetary Exploration: A Workshop Report
Four Antarctic explorers were invited to a workshop at Johnson Space Center (JSC) to provide expert assessments of NASA's current understanding of future human exploration missions beyond low Earth orbit. These explorers had been on relatively sophisticated, extensive Antarctic expeditions with sparse or nonexistent support infrastructure in the period following World War II through the end of the International Geophysical Year. Their experience was similar to that predicted for early Mars or other planetary exploration missions. For example: one Antarctic a expedition lasted two years with only one planned resupply mission and contingency plans for no resupply missions should sea ice prevent a ship from reaching them; several traverses across Antarctica measured more than 1000 total miles, required several months to complete, and were made without maps (because they did not exist) and with only a few aerial photos of the route; and the crews of six to 15 were often international in composition. At JSC, the explorers were given tours of development, training, and scientific facilities, as well as documentation at operational scenarios for future planetary exploration. This report records their observations about these facilities and plans in answers to a series of questions provided to them before the workshop.
Hoffman, Stephen J.↗
NESC Peer-Review of the Flight Rationale for Expected Debris Report
Since the loss of Columbia on February 1, 2003, the Space Shuttle Program (SSP) has significantly improved the understanding of launch and ascent debris, implemented hardware modifications to reduce debris, and conducted tests and analyses to understand the risks associated with expected debris. The STS-114 flight rationale for expected debris relies on a combination of all three of these factors. A number of design improvements have been implemented to reduce debris at the source. The External Tank (ET) thermal protection system (TPS) foam has been redesigned and/or process improvements have been implemented in the following locations: the bipod closeout, the first ten feet of the liquid hydrogen (LH2) tank protuberance air load (PAL) ramp, and the LH2 tank-to-intertank flange closeout. In addition, the forward bipod ramp has been eliminated and heaters have been installed on the bipod fittings and the liquid oxygen (LO2) feedline forward bellows to prevent ice formation. The Solid Rocket Booster (SRB) bolt catcher has been redesigned. The Orbiter reaction control system (RCS) thruster cover "butcher paper" has been replaced with a material that sheds at a low velocity. Finally, the pad area has been cleaned to reduce debris during lift-off.
Harris, Charles E.↗
Structural Continuum Modeling of Space Shuttle External Tank Foam Insulation
The Space Shuttle External Tank is covered with rigid polymeric closed-cell foam insulation to prevent ice formation, protect the metallic tank from aerodynamic heating, and control the breakup of the tank during re-entry. The cryogenic state of the tank, as well as the ascent into a vacuum environment, places this foam under significant stress. Because the loss of the foam during ascent poses a critical risk to the shuttle orbiter, there is much interest in understanding the stress state in the foam insulation and how it may contribute to fracture and debris loss. Several foam applications on the external tank have been analyzed using finite element methods. This presentation describes the approach used to model the foam material behavior and compares analytical results to experiments.
Steeve, Brian↗
Structural Continuum Modeling of Space Shuttle External Tank Foam Insulation
This document is a viewgraph presentation reporting on work in modeling the foam insulation of the Space Shuttle External Tank. An analytical understanding of foam mechanics is required to design against structural failure. The Space Shuttle External Tank is covered primarily with closed cell foam to: Prevent ice, Protect structure from ascent aerodynamic and engine plume heating, and Delay break-up during re-entry. It is important that the foam does not shed unacceptable debris during ascent environment. Therefore a modeling of the foam insulation was undertaken.
Steeve, Brian↗
Spray-On Foam Insulations for Launch Vehicle Cryogenic Tanks
Spray-on foam insulation (SOFI) has been developed for use on the cryogenic tanks of space launch vehicles beginning in the 1960s with the Apollo program. The use of SOFI was further developed for the Space Shuttle program. The External Tank (ET) of the Space Shuttle, consisting of a forward liquid oxygen tank in line with an aft liquid hydrogen tank, requires thermal insulation over its outer surface to prevent ice formation and avoid in-flight damage to the ceramic tile thermal protection system on the adjacent Orbiter. The insulation also provides system control and stability with throughout the lengthy process of cooldown, loading, and replenishing the tank. There are two main types of SOFI used on the ET: acreage (with the rind) and closeout (machined surface). The thermal performance of the seemingly simple SOFI system is a complex of many variables starting with the large temperature difference of from 200 to 260 K through the typical 25-mm thickness. Environmental factors include air temperature and humidity, wind speed, solar exposure, and aging or weathering history. Additional factors include manufacturing details, launch processing operations, and number of cryogenic thermal cycles. The study of the cryogenic thermal performance of SOFI under large temperature differentials is the subject of this article. The amount of moisture taken into the foam during the cold soak phase, termed Cryogenic Moisture Uptake, must also be considered. The heat leakage rates through these foams were measured under representative conditions using laboratory standard liquid nitrogen boiloff apparatus. Test articles included baseline, aged, and weathered specimens. Testing was performed over the entire pressure range from high vacuum to ambient pressure. Values for apparent thermal conductivity and heat flux were calculated and compared with prior data. As the prior data of record was obtained for small temperature differentials on non-weathered foams, analysis of the different methods is provided. Recent advancements and applications of SOFI systems on future launch vehicles and spacecraft are also addressed.
Fesmire, J. E.↗
Preliminary Investigation and Design of an Air-heated Wing for Lockheed 12A Airplane
Explore the source record for details and available documents.
WINGS - LOCKHEED 12A-LOAD TESTS↗