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Guy Fortin∗
Université du Québec à Chicoutimi, Chicoutimi, Quebec G7H 2B1, Canada
Adrian Ilinca†
Université du Québec à Rimouski, Rimouski, Quebec G5L 3A1, Canada
Jean-Louis Laforte‡
Université du Québec à Chicoutimi, Chicoutimi, Quebec G7H 2B1, Canada
and
Vincenzo Brandi§
Italian Aerospace Research Center, 81043 Capua, Italy
Recent developments are presented in wet and dry ice accretion simulation at the Anti-Icing Materials Interna-
tional Laboratory in a joint project with the Italian Aerospace Research Center. An analytical model is introduced
to calculate the surface roughness and the remaining, runback, and shedding liquid water mass on an airfoil sur-
face. Three analytical formulations are used to calculate the local roughness height based on the maximum height
that a bead can reach before moving and the wave height on a water film. A mass balance is used to determine the
remaining and runback water masses when the water state and the maximum bead height are known. The water
shedding mass is determined using a simple mass model. A new method is used to build the accreted ice surface on
the airfoils. It uses the bisection of the angle between adjacent panels to determine ice shape. The new roughness
computation method and the geometric model generate the complex ice shapes observed experimentally, and the
results agree well with icing profiles obtained in wind-tunnel experiments.
Introduction
Fgrav = ρw · Vb · g (5)
Upper Lower
Temperature, ◦ C Regime Maximum Average Maximum Average
−28.3 Dry —— 0.23 —— 0.48
−19.4 Dry —— 0.21 —— 0.44
−13.3 Wet 3.34 0.09 1.20 0.40
−10.0 Wet 3.70 0.05 1.95 0.24
−7.8 Wet 5.62 0.03 1.41 0.19
−6.1 Wet 4.95 0.04 1.19 0.14
−4.4 Wet 4.65 0.02 1.27 0.13
where liquid water content (LWC) is in grams per cubic meter. This
correlation was determined by selecting the equivalent sand-grain
roughness that gives the best fit between the experimental ice shapes
and those computed using the two-dimensional LEWICE/IBL. The
equivalent sand-grain roughness of the airfoil surface, κ0 , used in Fig. 18 Ice shape at −13.3◦ C.
the correlation is 0.628 mm.
The equivalent sand-grain roughness values calculated from local
roughness height are of the same order of magnitude as those calcu-
lated with the Shin and Bond1 correlation and increase as tempera-
ture increases. However, the empirical equivalent sand-grain rough-
ness increases linearly with temperature, whereas that calculated
using the two-dimensional CIRAMIL code increases according to
a power law inversely proportional to the degree of supercooling.
The following power law was found to fit better than exponential or
logarithmic functions:
κs = 2.82 · (T f − T )−0.6 (34)
the length of the wet zone near the stagnation point increases with Acknowledgments
temperature. This work was financed by the Anti-Icing Materials International
Laboratory. The authors would like to thank the Italian Aerospace
Roughness Models Research Center for providing, the air flow, droplet trajectory, and
The physical formulations developed in dry and wet regimes to collection efficiency codes. We also thank Patrick Louchez who
calculate the local roughness height produce an average equivalent started the project.
sand-grain roughness in the same order of magnitude as that cal-
culated in Shin and Bond’s empirical correlation.1 However, local References
roughness obtained by simulation is very different. This difference 1 Shin, J., and Bond, T., “Experimental and Computational Ice Shapes and
can favor formation of horn and surface asperities where roughness Resulting Drag Increase for a NACA 0012 Airfoil,” NASA TM 105743, Jan.
and local convective heat transfer coefficients are higher. Interde- 1992.
2 Nikuradse, J., “Strö In Rauher Rohen, VDI-Forshungsheft 361, 1933;
pendence between the roughness and friction coefficient does not
lead to numerical instability, but, rather, to oscillations around an also, Laws of Flow in Rough Pipes,” NACA TM 1292, 1950.
3 Shin, J., Characteristics of Surface Roughness Associated with Leading
average value. It has been shown that the analytical model used to
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also AIAA Paper 94-0799, Jan. 1994.
4 Hansman, R. J., Jr., and Turnock, S. R., “Investigation of Surface Water
Mass Models Behavior During Glace Ice Accretion,” Journal of Aircraft, Vol. 26, No. 2,
The model proposed to calculate the remaining, runback, and 1989, pp. 140–147; also AIAA Paper 88-0015, 1988.
5 Al-Khalil, K. M., Keith, T. G., Jr., and De Witt, K. J., “Further
shedding water masses yields a good representation of ice shapes
measured in a wind tunnel. The free water flows as a film, beads, Development of an Anti-Icing Runback Model,” AIAA Paper 91-0266,
or rivulets on the upper surface and is shed on the lower surface. A Jan. 1991.
6 Al-Khalil, K. M., Keith, T. G., De Witt, K. J., Jr., Nathman, J. K., and
small water mass resides on the surface, depending on the intensity
Dietrich, D. A., “Thermal Analysis of Engine Inlet Anti-Icing Systems,”
and direction of aerodynamic and gravitational forces. The runback Journal of Propulsion and Power, Vol. 6, 1990, pp. 628–634; also AIAA
water mass on the upper surface and the shedding water mass on the Paper 89-0759, 1989.
lower surface increase with temperature, as well as the remaining 7 Mingione, G., and Brandi, V., “Ice Accretion Prediction on Multiele-
water mass. The ice accretion mass and volume decrease as temper- ments Airfoils,” Journal of Aircraft, Vol. 35, No. 2, 1998.
ature increases, whereas its density increases with temperature. 8 Messinger, B. L., “Equilibrium Temperature of an Unheated Icing Sur-
face as a Function of Airspeed,” Journal of the Aeronautical Sciences, Vol.
Bisection Method 20, No. 1, 1953, pp. 29–42.
9 Wright, W. B., “Update to the NASA Lewis Ice Accretion Code
According to the numerical simulation results, the proposed ge- LEWICE,” NASA Rept. 195387, May 1994.
ometric accretion model based on the panel bisection method is a 10 Gent, R. W., “TRAJICE2, A Combined Water Droplet and Ice Accretion
good representation of ice shape measured in a wind tunnel. The Prediction Program for Aerofoil,” Royal Aerospace Establishment (RAE)
method can reproduce horn and spikes observed experimentally in Technical Rept. TR90054, Farnborough, Hampshire, Nov. 1990.
a wet regime. The method is independent of panel length and time 11 Guffond, D., Hedde, T., and Henry, R., “Overview of Ic-
step. The bisection method is robust enough to work with small or ing Research at ONERA,” Advisory Group for Aerospace Research
large ice masses on panels without altering the final shape. and Development/Fluid Dynamics Panel Joint International Conference
on Aircraft Flight Safety—Actual Problems of Aircraft Development,
Conclusions 31 Aug.–5 Sept. 1993.
12 Paraschivoiu, I., Overview of J.-A. Bombardier Aeronautical Chair
Based on the final ice shapes, the analytical model development Projects at École Polytechnique de Montréal,” 1st Bombardier International
that includes local roughness height, remaining runback, and shed- Workshop on Aircraft Icing/Boundary-Layer Stability and Transition, edited
ding water masses, as well as the bisection method, can generate by I. Paraschivolu, Ecole Polythecnique, Bombardier Canadair, Montreal,
the complex ice shapes with horns observed experimentally with Quebec, Canada, Sept. 1994.
13 Gerhart, P. M., Gross, R. J., and Hochstein, J. I., Fundamentals
the same accuracy as, or better then, available models. However,
in most cases, the predicted icing volume is slightly larger than of Fluid Mechanics, 2nd ed., Addison–Wesley, Reading, MA, 1992,
that measured. The predicted ice shapes obtained by the numerical pp. 845–847.
14 Janna, W. S., Introduction to Fluid Mechanics, 2nd ed., PWS Publishing,
simulation show that the runback water is dominant on the upper Boston, 1991, p. 254.
surface, whereas shedding water dominates on the lower surface. 15 Laforte, J.-L., and Allaire, M. A., “Évaluation du givromètre d’Hydro-
The ice shape is strongly dependent on the local roughness, which Québec à différentes intensités de givrage sec et humide,” Hydro-Québec
is directly related to the friction coefficient and, indirectly, to the Inst., Études et Normalisation, Équipement de Transport Co, Rept. HQ-92-
convective heat transfer coefficient. 02, Montréal, Québec, Canada, Jan. 1992.