Scaling of Lift Degradation Due to Anti-Icing Fluids Based upon the Aerodynamic Acceptance Test

Aerodynamic Effects of Anti-Icing Fluids on a Thin High-Performance Wing Section

“…An aircraft treated with anti-icing fluid in ice-pellet precipitation is allowed to take off, provided that the corresponding allowance time has not been exceeded. Broeren and Riley [5][6][7] provided a more detailed summary of this flight-based and windtunnel-based research along with a description of the resulting icepellet allowance timetables [8][9][10]. Of interest here is the evolution of the wind-tunnel experiments and resulting safety implications.…”

“…The essence of these concerns is understanding how the performance degradations measured on the two-dimensional model in the NRC PIWT testing relate to an actual three-dimensional full-scale airplane configuration. Broeren and Riley [5][6][7] developed a scaling method based upon the aerodynamic acceptance test (AAT) that scaled the percentage of lift loss on the thin high-performance wing to the percentage of loss in maximum lift on a full-scale Boeing 737-200ADV airplane. This scaling relationship allowed the aerodynamic performance penalty to be used as one of several criteria in determining allowance times for ice-pellet precipitation conditions.…”

“…This scaling relationship allowed the aerodynamic performance penalty to be used as one of several criteria in determining allowance times for ice-pellet precipitation conditions. Broeren and Riley [5][6][7] also addressed a number of concerns regarding the aerodynamic testing conducted at the PIWT. These issues were related to the design and conduct of the experiments relative to standard aerodynamic test methodology.…”

Experimental investigations on the interactions between water/deicing fluids and icephobic coatings pertinent to aircraft anti-/de-icing

“…Type-I and IV are usually dyed in orange and green color, respectively. In the present study, Type-I and Type-IV deicing fluids are selected since they are the most widely used deicing fluids for aircraft ground de-icing operation at the airports [40]. While applying deicing fluids can protect aircraft wings from ice-induced contamination, the existence of a layer of deicing fluids over aircraft surfaces has been found to degrade the aerodynamic performance of aircrafts in terms of lift loss and drag increase during the taking-off.…”

“…While Type II, III and IV are thickened, they can run off from the wing surface quickly during the take-off since they are manufactured to be non-Newtonian shear thinning fluids which is characterized by the dramatically decreases of viscosity with increasing shear stress and approaching viscosity of Type-I fluid at the shear stress level associated with typical take-off speeds [36]. It should be noted that Type-II and Type-IV deicing fluids are manufactured for large commercial aircrafts, meet the same manufacturing standards and have similar physical properties but the use of Type-II fluid is diminishing in favor of Type-IV fluid [116]. Therefore, Type-II fluid is widely used in many literature dated back to 1990s [36,116], and Type-IV fluid is used by many recent studies [39,64].…”