AIAA 2017-3930

AIAA AVIATION Forum

5-9 June 2017, Denver, Colorado
9th AIAA Atmospheric and Space Environments Conference

Icing Certification of Korean Utility Helicopter KUH-1:

Artificial Icing Flight Test

Stefan C. van ‘t Hoff1 and Jasper van der Vorst2

Netherlands Aerospace Centre, Amsterdam, NH, 1059CM, The Netherlands

Robert J. Flemming3
Aviation Icing Consultant, Trumbull, CT 06611, USA

and

David C. Parkins4
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American Kestrel Company, LLC, Ithaca, NY, 14850, USA

In support of the military qualification for flight into icing conditions of the Korean
Utility Helicopter KUH-1 Surion, Korea Aerospace Industries, Ltd. (KAI) and the
Netherlands Aerospace Center (NLR) have conducted artificial icing flight trials using the
US Army Redstone Test Center (RTC) Helicopter Icing Spray System (HISS). Testing took
place out of Sawyer International Airport in Marquette, MI, over a period of four months in
the 2015/2016 winter season. The artificial icing flight test campaign was aimed at opening
up the icing flight envelope in a controlled and safe manner, prior to flight testing in natural
icing conditions. Despite unfavorably warm weather conditions, the KUH-1 artificial icing
flight test campaign was completed successfully in February of 2016. The aircraft has been
tested up to the limits of its certification icing envelope and beyond. In total 56 individual
test points have been recorded, subjecting the aircraft to the full range of icing conditions for
which operational approval is requested. Test points flown at temperatures colder than -
20°C and with ambient relative humidity greater than 40% produced less ice accretion and a
lower icing torque rise than expected.

I. Introduction

T HE Korean Utility Helicopter KUH-1 is being qualified for flight in icing conditions. The KUH-1 has been
developed by Korea Aerospace Industries, Ltd. (KAI), with technical support from Airbus Helicopters, formerly
Eurocopter. The Ice Protection System (IPS) is based largely on technologies and systems proven on other aircraft
having civil certification or operational approval for flight in icing. Artificial and natural icing flight testing has been
performed in the 2015/2016 winter season in the Great Lakes area of Michigan. KAI contracted with the
Netherlands Aerospace Centre (NLR) for icing expertise and technical support throughout the test campaign. The
multinational NLR-KAI test team included icing specialists employed by and under subcontract with NLR, as well
as KAI flight test pilots, maintenance crew, engineering, and program management. Representatives of both the
Korean military airworthiness authority and Ministry of National Defense were present on-site during the entire test
campaign. The team also included US Army staff from Redstone Test Center (RTC) who operated the Helicopter
Icing Spray System (HISS) tanker and RC-12G King Air chase plane.

1
R&D Engineer, Helicopter & Aeroacoustics Department, Netherlands Aerospace Centre (NLR), 1059CM
Amsterdam, The Netherlands.
2
Senior R&D Engineer, Helicopter & Aeroacoustics Department, Netherlands Aerospace Centre (NLR), 1059CM
Amsterdam, The Netherlands.
3
Consultant, AIAA Senior Member.
4
President, American Kestrel Company, LLC, PO Box 0640, Ithaca, NY 14851, AIAA Senior Member.
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Copyright © 2017 by Netherlands Aerospace Centre. Published by the American Institute of Aeronautics and Astronautics, Inc., with permission.
 II. Background

A. Design Icing Envelope

The KUH-1 has been designed to operate DEF STAN CMI DEF STAN PMI
in icing conditions I and II as defined in App C, IMI, 10,000ft Completed: Fuselage
Table I of DEF STAN 00-970 Part 7/3 Completed: Rotor
Section 7 Leaflet 711/2, subject to a Periodic 2.0
Maximum Icing (PMI) Liquid Water Content
(LWC) limit of 1.0 g/m3. DEF STAN

Liquid water content, g/m3

specifies a single design drop size 1.5
distribution that corresponds to a Median
Volume Diameter (MVD) of 20 µm. The
DEF STAN Continuous Maximum Icing
(CMI) LWC envelope is identical to the 1.0
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15 µm CMI envelope defined in

14 CFR Part 29 Appendix C.
0.5
To maximize the productivity of the
flight trials, the test matrix included
additional points for rotor testing in the 0.0
10,000 ft altitude-limited AC 29-2C -30 -25 -20 -15 -10 -5 0
Appendix C Intermittent Maximum Icing Static ambient temperature, °C
(IMI) envelope. Figure 1 presents the Figure 1. KUH-1 artificial icing test envelope. Test conditions as
selected test envelope, as well as a summary reported by RC-12G. Appendix C IMI envelope included for reference.
of the test conditions that were achieved over
the duration of the test campaign.

B. Aircraft Description

Flight testing has been performed with

prototype A/C #1, in the Republic of Korea
Army (ROKA) Primary Mission
Configuration. Test instrumentation included
surface and embedded temperature sensors,
High Definition video cameras and a Droplet
Measurement Technologies (DMT) Cloud
Combination Probe (CCP) for cloud
characterization. High speed video camera
images of the main and tail rotors were
obtained from a camera mounted on the tail
boom. An overview of the KUH-1 IPS is
presented in Fig. 2.

A mock-up of the prospective rescue hoist

intended for the Search and Rescue variant of Figure 2. KUH-1 ice protection system. Overview of ice protected
the KUH-1 was mounted on the starboard side systems installed on test aircraft.
of the aircraft. Although not geometrically
exact, the mock-up replicates the shape and location of the main accretion sites and can, therefore, be used to assess
ice thicknesses, shed trajectories and the effects of drop sorting.

Since it is a part of the Primary Mission Configuration, most testing was performed with the Infrared Suppressor
(IRS) installed. The IRS deflects the warm engine exhaust gasses upwards into the main rotor plane in order to
reduce the infrared signature of the aircraft.

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 Part of the testing was performed with heater coils imbedded at the upper rim of the windshield (referred to as
the windshield eyebrows). The heaters were installed prior to the start of the campaign as a risk reduction strategy,
protecting against the formation of windshield runback ice that may pose a threat to the engines. Once it was
determined that the runback ice accretion was well within engine limitations, the eyebrow ice protection was
removed.

The Rotor Ice Protection System (RIPS) protects the leading edge of the main and tail rotor blades against the
effects of icing. The RIPS power cycle schedule (on-time and off-time) is based on data obtained from the
production aircraft static temperature probes and an accretion-based ice detector. The engine is protected by bleed-
air anti-icing and electrothermal anti-icing of the air intakes. The deflector and support struts of the upper wire cutter
are fully anti-iced. The static temperature probes and horizontal tail plane, including slat, are unprotected; ice shapes
for the horizontal tail are shown in Fig. 3.

C. Prior Testing
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Whereas the artificial icing flight test marks the first aircraft-level test in icing conditions, multiple systems have
been subjected to component-level testing in the earlier development stages. Full-scale non-rotating testing of the
tail rotor IPS was performed in the Goodrich (now UTAS) icing wind tunnel in Ohio.

Icing testing of the engine air intakes with simulated engine mass flow was performed in the CIRA icing wind
tunnel in Italy in 2012. The wind tunnel model consisted of production intake parts integrated with a mock-up of a
substantial part of the forward fuselage, as shown in Fig. 4. Details of the test are provided in Ref. 1.

The effect of ice accretion on the unprotected horizontal stabilizer was substantiated through simulated ice flight
testing. Two critical ice shapes, computed in cooperation with ADSE using LEWICE, were manufactured using 3-D
printing methods and bonded to the tail for dry air flight testing. No significant degradation in handling qualities due
to the ice shapes in Fig. 3 was observed.

Figure 4. Computed horizontal stabilizer and slat Figure 3. KUH-1 engine air intake wind tunnel
ice shapes . Critical ice shapes used for simulated model. Full-scale engine air intake wind tunnel model
icing flight testing of the KUH-1. tested in the CIRA icing wind tunnel.

III. HISS Testing

A. Helicopter Icing Spray System

The Helicopter Icing Spray System (HISS) is part of a modified CH-47D that is operated as a tanker aircraft to
generate artificial icing conditions. The HISS can generate icing clouds with a liquid water content between 0.25
g/m3 and 3.0 g/m3. At the coldest conditions, the lower limit of LWC is increased in order to avoid freezing the spray
nozzles.

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 The spray bar system is suspended beneath the tanker and is fed by a 1,800 gallon water tank. Two auxiliary
power units prevent freezing of the spray boom and provide the hot air supply required to atomize the spray at the
nozzles. Two horizontal nozzle arrays generate a spray of approximately 8 ft in height and 36 ft in width.

The liquid water content of the spray is controlled by

the flow rate supplied to the spray bar. The exact flow rate
required to achieve a target LWC depends on the test
airspeed and the prevailing ambient condition at the test
altitude, most notably on the relative humidity. Icing spray
calibration is, therefore, required before each test point.
The longitudinal position in the spray needs to be tightly
controlled in order to limit the effect of evaporation on
LWC and MVD.

The drop size is not directly controlled and depends

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predominantly on the LWC, ambient relative humidity

and temperature. At low humidity, the rate of evaporation
of the smaller drops is increased, resulting in higher
MVDs. There is also a small drop sorting effect due to
Figure 5. Helicopter Icing Spray System. RTC HISS
gravity. Although it is not an advertised capability of the
tanker with spray boom deployed.
system, the drop size can increased by running on a single
auxiliary power unit. In this case, drop sizes within the range of a Supercooled Large Drop (SLD) encounter can be
achieved when the relative humidity is low.

B. Test Procedure

The artificial icing flights were performed under VFR conditions in close formation between the HISS tanker,
the RC-12G chase plane and the KUH-1 test aircraft. The test altitude is established to match the target static
temperature and the altitude can vary from 3,000 to 10,000 ft above mean sea level. The selection of the test altitude
also takes into account the ambient humidity and turbulence levels. No flights are performed over water, overcast
cloud cover or in the presence of precipitation.

Once the HISS tanker has achieved a stable spray at the

test airspeed, the chase plane characterizes the icing spray
for calibration using wing mounted optical and hotwire
probes. The spray calibration includes a vertical sweep,
followed by one or more 1-2 minute steady samples.
Typically, no more than two samples are required to
achieve the desired icing conditions within acceptable
tolerances.

When so directed, the test aircraft enters the spray from

below and establishes a steady vertical position behind the
tanker. The longitudinal position is maintained using station
keeping (traffic) lights located at the bottom of the HISS
tanker. The spray nozzles form the visual reference for
lateral positioning. Cloud immersion is verified by the Figure 6. HISS icing spray calibration. RC-12G on
observers on the chase plane and on the HISS ramp. station behind the tanker to sample the spray for
calibration.
Throughout the immersion, the HISS tanker attempts to keep the static ambient temperature within tolerance,
executing a slow descent or climb, as required, When changing heading (e.g., to avoid clouds or maintain proximity
to the airfield), turn rates are minimized to enable the test aircraft to maintain a steady relative position.

At the end of the immersion, the test aircraft exits the spray and may establish coordinated flight with the chase
airplane for photo documentation. In case of rotor test points, the test aircraft may also proceed with the execution of
a set of basic mission maneuvers. Accreted ice on the rotors is expected to begin to shed or to sublimate soon after
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 the end of the immersion in the HISS cloud. Therefore, any chance to obtain valid performance or maneuver data
can only be obtained if acquired soon after the end of the exposure. The need to expedite the acquisition of post
immersion data is even more critical if the ambient temperature is near freezing.

In some cases, large variations in ambient relative humidity are observed along the direction of flight. The effect
on cloud density is clearly distinguishable visually and is recognized by the pilots in the test aircraft as a substantial
change in outside visibility. Where deemed appropriate, the RC-12G chase plane may take an additional post-
immersion data record to quantify the change in icing conditions.

Further details on the standard RTC test procedure are provided in Ref. 2.

C. Icing Spray Characterization

The properties of the artificial icing cloud are

not perfectly uniform. In the fore/aft direction the
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evaporation of small drops directly affects the local

LWC and MVD. In the vertical direction the
acceleration of gravity causes larger drops to
descend faster, resulting in an increase in MVD
towards the bottom of the cloud. The cloud is most
uniform in lateral direction. The position of the test
aircraft in the cloud is presumed sufficiently
periodic to average out most of the non-uniformity
of the cloud. The statistical mean and standard
deviation of the vertical HISS spray profile, as
measured by the RC-12G throughout test campaign,
is summarized in Fig. 7.

The MVD of the icing spray is heavily

influenced by the ambient relative humidity. In dry
conditions, the high rate of evaporation results in a Figure 7. HISS spray vertical profile. Mean and standard
spectrum that is biased towards larger drops. deviation of vertical LWC and MVD profiles measured
However, in conditions where an MVD of around throughout the test campaign, normalized by the reference
20 µm has been achieved, the drop size distribution test conditions reported by the RC-12G.
was fairly close to the theoretical DEF STAN
spectrum, as shown in Fig. 8. In drier conditions, the higher concentration of larger drops is considered to be
conservative as it produces higher water catch and more penalizing impingement limits.

The evaporation of the drops inside the artificial

icing cloud also causes a net reduction in the
temperature measured inside the HISS spray. This
temperature decrement is not taken into
consideration when defining the reference test
conditions. In fact, the static temperature probe of
the RC-12G is not immersed in the icing cloud
during cloud calibration. The result is a conservative
bias that can be expected to affect the ice accretions
observed, particularly near the onset of icing at the
warm end of the test envelope.

D. Immersion Position

Figure 8. HISS spray drop size distribution. Drop size Three separate immersion positions have been
distribution measured by RC-12G and KUH-1 CCP tested, as shown in Fig. 9. The rotor position
compared with DEF STAN requirement (LWC = 0.53 g/m 3, effectively immersed the main and tail rotor, as well
MVD = 24.6 µm, RH = 58%). as the horizontal stabilizer and vertical fin.
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 Dedicated testing of the tail rotor, as well as the
installation of the horizontal stabilizer simulated ice
shapes was, therefore, deemed unnecessary.

The lower fuselage position resulted in effective icing

of the air data probes, windshield, upper wire cutter, and
ice detector. Once there was sufficient confidence in the
ability of the air data probes to maintain performance in
icing, subsequent fuselage test points were flown at the
upper immersion position, emphasizing the exposure of
the windshield and engine intakes.

The lateral dimension of the icing spray is less than

the width of the rotor. To account for this, a centered
position is maintained and the LWC is scaled according
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to the ratio of the iced radial extent in natural and

artificial icing conditions. Due to the kinetic heating of
the rotor blade, the iced radial extent and the LWC
correction factor are functions of ambient temperature.
Effectively, there is no correction in conditions warmer
than approximately -8°C, when the iced extent is less
Figure 9. HISS spray immersion position. Relative
than the width of the spray.
vertical positions selected for rotor, upper fuselage and
lower fuselage icing.

IV. Test Results

A. Onset of Rotor Icing

A single rotor test point was defined at a target static ambient temperature of -2°C. This test was intended to
demonstrate a trend towards zero icing torque rise as the kinetic heating of the blades grows large enough to raise
the recovery temperature of the leading-edge above freezing. The test was performed at the following conditions:

 Static Ambient Temperature = -2.6°C

 Liquid Water Content = 0.85 g/m3
 Median Volume Diameter = 34.9 µm
 Ambient Relative Humidity = 43.2 %
 Pressure Altitude = 6400 ft
 True Airspeed = 117 kt

Contrary to expectation, the icing torque rise was found to be comparable to that observed around -5°C. Ice
accreted on the main rotor blade up to approximately 60% radius, where an icing extent of around 30% would have
been expected3. It is believed that, at 43.2% relative humidity, the evaporative cooling inside the artificial icing
spray contributed to the increased ice extent and associated torque rise. The test has not been repeated in natural
icing conditions to confirm the torque rise observed behind the HISS tanker.

B. HISS Minimum Ambient Temperature

The practical minimum ambient temperature for artificial icing testing with the HISS tanker lies around -23°C.
At this temperature, the anti-icing capability of the HISS spray boom is marginal and the freezing of one or more of
the nozzles becomes a frequent occurrence. In combination with the generally modest liquid water content
requirement, these cold conditions tend to produce comparatively small drops, as confirmed by Fig. 10. This trend
was exacerbated on this test campaign, because the cold target temperatures were typically only available at an
altitude with relatively humid air, close to developing cloud layers. As a result, the HISS spray was often very dense,
with the lowest reported MVD as small as 17.7 µm.

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 Commensurate with the smaller drop sizes,
there was comparatively little ice accretion on
unprotected surfaces and a notably reduced icing
torque rise. Two 15-minute RIPS OFF rotor tests
were performed at these cold conditions, one of
which did not produce any noticeable icing torque
rise.

For illustration, Fig. 11 shows the ice accreted

on a thin cylinder, acting as an icing blade, installed
on the starboard side of the test aircraft. The ice
accretion was documented on the ground after a
100 km HISS spray exposure at -21.1°C ambient
temperature, 0.53 g/m3 liquid water content and
19.3 µm median volume diameter The uniform ice
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thickness measures less than 1 cm, where a

stagnation thickness closer to 5 cm would be Figure 10. HISS spray dependency on ambient conditions.
expected based on a presumed collection efficiency LWC and MVD achieved throughout the test campaign at
of 0.9. Not accounting for second order effects such different combinations of ambient temperature and relative
as sublimation and mass loss due to melting, the ice humidity.
accretion observed is clearly smaller than would be
expected. The same is true for the ice accretions
seen on other parts of the aircraft.

Eventhough there was no significant concentration of ice

crystals apparent in the images recorded by the OAPX probe
installed on the RC-12G, there may have been some measure
of spontaneous freeze-out of the smaller drops in the spray.

In view of the questionable results obtained with the

HISS tanker at conditions colder than -20°C, there has been
increased emphasis on this temperature range during
Figure 11. Ice thickness distribution on fuselage- subsequent natural icing flight testing. Three extended
mounted icing blade. Ice thickness documented on natural icing encounters colder than -23°C have since
the ground after a 100 km HISS spray exposure produced ice accretions and performance penalties that are in
at -21.1°C ambient temperature, 0.53 g/m3 liquid line with the trends observed at warmer conditions.
water content and 19.3 µm median volume
diameter. Marker width = 1 cm. C. Supercooled Large Drop Cueing

Part 29 aircraft are not certificated for flight in Supercooled Large Drop (SLD) conditions such as freezing
drizzle or freezing rain. Instead, it must be demonstrated that the crew can identify an SLD encounter and safely exit
the condition. The KUH-1 is not fitted with a dedicated SLD marker. Therefore, the crew is reliant on the ice
accretion that forms on standard aircraft features. Typically, SLD cues form due to direct impingement on parts of
the aircraft where it normally does not, due to the high inertia of SLD drops and the correspondingly more ballistic
trajectory of these larger drops.

The primary requirement for the SLD test condition was to obtain adequate LWC in drops larger than 100 μm,
because this allows differentiating between 14 CFR 29 Appendix C drops and the SLD environment. LWC and
ambient temperature were not considered critical parameters for this test. The drop size distribution that has been
achieved on the SLD test is presented in Fig. 12, which also shows the freezing drizzle spectrum defined in 14 CFR
Part 25 Appendix O. Whereas there is no exact agreement with the Appendix O distribution, there is a substantial
amount of liquid water in the SLD range, as per the test objective.

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Figure 13. SLD drop size distribution. Drop size Figure 12. SLD ice accretion. Windshield ice
distribution measured by RC-12G during SLD test and the accretion observed in-flight during SLD testing
14 CFR Part 25 Appendix O Freezing Drizzle MVD>40µm behind the HISS tanker.
spectrum.
Figure 13 presents the ice accretion observed on the windshield and upper windows of the KUH-1 during the
SLD test. Although the curved part of the windshield is expected to be a suitable location for the development of a
visual SLD cue, the runback ice observed in this area at the high test LWC obscures any direct impingement.
Conversely, the ice accretion on the upper window consists entirely of direct impingement and is distinguishable
from flights at DEF STAN CMI/PMI conditions by its density and lateral extent. The test pilots have commented
that the SLD cue on the upper window is suitable for the operational pilot.

D. Effect of IRS

The IRS deflects the warm engine exhaust gasses into the
plane of the rotor disk in order to reduce the infrared
signature of the aircraft. Additionally, the increased frontal
area of the IRS introduces a shadowing effect on
downstream parts of the aircraft. Prior to testing, there was
some debate as to the magnitude of these effects in terms of
the icing of the main rotor and tail. Multiple rotor test points
were, therefore, duplicated without the IRS installed.

Initial testing with the IRS installed indicated that full

span icing of the horizontal stabilizer does not occur until the
ambient temperature is colder than -15°C. In contrast,
without the IRS, ice accreted over the full span of the
stabilizer at the warmest tested condition of -5°C. Because
the unprotected horizontal stabilizer was not instrumented
with temperature sensors, the temperature increment could Figure 14. Horizontal stabilizer icing with (top)
not be quantified exactly. An example of the stabilizer ice and without (bottom) IRS. Effect of exhaust gasses
accretion observed with and without IRS is presented in Fig. deflected by the IRS on the ice accreted on the
14. horizontal stabilizer at -5°C ambient temperature.
The effect of the IRS on the icing of the tail rotor proved immaterial, since there was no noticeable ice accretion
on the rotor blades in either configuration. However, reviewing the average RIPS OFF tail rotor blade surface
temperature data presented in Fig. 15, it is clear that the temperature increment at 80% radius may be as high as 5°C.

No noticeable effect of the IRS on the main rotor ice accretion or the icing torque rise has been observed.

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 V. Conclusion

Despite the record breaking warm temperatures of the

2015/2016 winter season, the integrated test team has
executed no less than 42 productive artificial icing flights
with the KUH-1 and HISS tanker.

The artificial icing flight tests have been a valuable tool

for opening up the icing envelope and demonstrating the
capabilities of the KUH-1 ice protection system at the edge
of the certification envelope. The HISS tanker tests have also
successfully enabled testing of various IPS failures, as well
as SLD cueing in a controlled and safe environment.

The HISS test results obtained at -20°C and colder

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Figure 15. IRS effect on RIPS OFF tail rotor

suggest that future testing at these temperatures should take
surface temperature. Effect of exhaust gasses
care to avoid conditions with ambient relative humidity
deflected by the IRS on the Zone 2 tail rotor blade
greater than 40%. For the KUH-1, the required substantiation
surface temperature with RIPS OFF.
in the cold end of the icing envelope has since been
successfully obtained through natural icing flight testing.

Acknowledgments
The authors would like to thank the test team
members of KAI, ADD, DAPA and RTC for their
dedication to the test program, as well as their
company in between testing.

References
1
De Bruin, A. C., Fatigani, G. and Shin, H. B., “KAI
Surion Helicopter Full-Scale Air Intake Testing at CIRA
Icing Wind Tunnel,” 30th Congress of International
Council of the Aeronautical Sciences, Daejeon, Korea,
September 25-30, 2016.
2
“Test Operations Procedure: Aircraft
Natural/Artificial Icing”, US Army Aviation Technical
Test Center, TOP 7-3-537, 2009.
3
Flemming, R. J. and Lednicer, D. A., “Correlation of Figure 16. Test team KUH-1 2015/2016 HISS test
Icing Relationships with Airfoil and Rotorcraft Icing campaign. Members of KAI, NLR and RTC test team at
Data,” Journal of Aircraft, Vol. 23, No. 10, 1986, pp. 737- Sawyer International Airport, MI.
743.

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