AEROSPACE
probes that alert pilots to particular icing conditions. The new ice crystal generating systemallows the
wind tunnel to produce high intensity levels of ice crystals andmixed-phase conditions (ice crystals and water drops combined) similar to those experienced when flying through convective storms at high altitude. Additional updates to the spray systemallow for supercooled large droplets in the formof freezing drizzle (drops less than 0.5mmdiameter) and freezing rain (drops greater than 0.5mmdiameter). As aircraftmanufacturers race to certify to the new
regulations, the altitude icing wind tunnel presents competitive advantages: it ismore cost-effective than flight testing and allows for consistent and repeatable testing conditions. A 3Dmorphogenetic icing prediction code
developed byDr Krzysztof Szilder and the aviation aerodynamics group atNRC has improved upon the traditional icingmodels used by top aerospace labs to calculate ice formation under diverse icing conditions. Recently, the teamtested their code by replicating
simulated conditions inNRC’s altitude icing wind tunnel. Themodel proved accurate, putting it in the forefront of the ice prediction field and readying it for the next step. Szilder explains that “the development and enhancement of this unique ice predictive capability will be a great asset for the aerospace industry in completing product certifications tomeet increasingly stringent regulations.” It can also be applied to other engineering applications and industrial sectors for ice accretion on wind turbines, transmission lines and bridge cables, as demonstrated as part of recent work performed for the new Champlain Bridge inMontreal, Canada. Themodel improves understanding of the effects of
icing on aircraft aerodynamics and probe performance, which will help “de-risk” the development of new technologies and ultimately reduce the time to certification.With successful testing completed, the 3Dmorphogeneticmodel is ready to be licensed to a Canadian company. The APDT (Aeronautical ProductDevelopment
Technologies) programme’s aerodynamics team developed amonostrutmount for aircraftmodels tested in theNRC’s 2m×3mwind tunnel. The monostrut employs an activemodel damping system, reducingmodel vibrations, especially near stall to decreasemeasurement uncertainty. Compared with
50 /// Environmental Engineering /// August 2017 ‘ This new
capability will enhance aviation safety and ensure safer air travel
’
Ice crystals aid analysis of aerospace structural response in new wind tunnel design, left; winglet design undergoes structural testing
theNRC’s traditional triple-strutmount, the monostrut providesmore accuratemeasurements of the forces acting on themodel and reduces the time required to complete a wind tunnel test campaign. The APDT programme’s propulsion teamfound a
way to lower the cost of testing for level of emissions while increasing engine power. After building a specific combustor rig,NRC engineers devised a way to evaluate one sector of the combustor and generalise the results for the whole engine. This can save clients valuable testing time, getting their emission-friendly product tomarket faster. When Bombardier added a winglet to its design as
part of upgrades to the Challenger 300 business jet, the APDT programme’s structures group carried out a structural test of the new aircraft wing configuration. Using theNRC’s structural test capabilities, the team was able to prove that the winglet could sustain the required flight loads, enabling the jet to receive Transport Canada clearance for flight testing.Once the loads were verified through flight testing, the NRC completed the certification test and submitted the data and documentation to Transport Canada so it could grant structural certification. Through its APDT programme, theNRC has
shortened the time-to-market for aeronautical products by threemonths. To achieve this goal, the NRC relied on 16 enhanced testing technologies to accelerate the certification process, including the NRC’s wind tunnel and flight testing facility, structural testing and engine testing facilities. “Aerospace companies are faced with
unprecedented global competition to deliver new products tomarket on time, yet evaluating and refining a particularly innovative product can take longer than ever as certification requirements imposed by airworthiness authorities get stricter,” says Komorowski. To date, through the APDT programme, theNRC
has served 43 Canadian and international clients and certifiedmore than 24 newly developed products. To ensure it aligns with industry needs, the APDT programme takes its strategic direction froman industry-led advisory boardmade up of the national airworthiness regulator Transport Canada and six major aerospace companies: Bombardier Aerospace, BellHelicopter, CAE,Héroux-Devtek, Pratt & Whitney Canada and Siemens Canada. EE
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