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exhaust heat as a means to prevent ice from forming. They mounted a modified Clark Y airfoil of approximately full-scale dimensions on a Fairchild F-17 monoplane and inserted a small boiler in the engine’s exhaust pipe. Steam passed through a con- ducting pipe and entered the leading edge of the airfoil by means of a distribution pipe equipped with small holes. The researchers mounted spraying jets 4 feet in front of the airfoil. As the airplane was flown into temperatures as low as 18 °F, water was sprayed on the airfoil. “The most essential result obtained in this study,” Theodorsen and Clay wrote, “is the fact that ample heat is available in the exhaust and in the cooling water for the purpose of ice prevention.” The successful design of an airplane immune from the dangers of ice accumulation, they confidently but erroneously predicted, was now “only a matter of technical development.”14 Theodorsen and Clay also used the refrigerated wind tunnel at Langley for their icing research. After the NACA received reports about gasoline tank vents freezing in flight, the two researchers developed a program to test various configurations in the refrigerated wind tunnel. The primary function of the vents was to maintain the pres- sure inside the gasoline tank approximately equal to that of the atmosphere. The size, position, and location of the vent pipes differed with different types of aircraft, and the designs seemed “more or less at random.” The researchers positioned eleven different vent pipes in the test section of the refrigerated wind tunnel. The pipes varied in tube diameter from 0.125-inch to 0.5- inch and in shape from straight to L-shaped to U-shaped. They were subjected to the icing spray until the ends froze over and plugged the vent. Experiments showed that tubes perpendicular to the airstream consistently froze over, with the time required to plug the vent varying with the diameter of the tube. The opening of the tubes pointed aft, however, did not accrete ice. As a result of their investigation, Theodorsen and Clay were able to make a spe- cific recommendation to manufacturers and operators. A 0.75-inch tube, bent at a right angle and placed with the open end pointed downstream, they concluded, would be “the safest arrangement for gasoline tank vents . . . and also the most prac- tical, with respect to gas tank pressure.” Harry A. Sutton, chief engineer for American Airways, who earlier had reported a problem with the icing of gasoline tank vent pipes, expressed his appreciation to Dr. Lewis for the investigation and reported in October 1931 that “we are installing the type of vent recommended in your report.”15 The Beginning of Icing Research 14 NACA Report 403 (1933). Although published in 1933, this report was written on 12 June 1931. 15 “The Prevention of Ice Formation on Gasoline Tank Vents,” NACA TN 394; Sutton to Lewis, 16 March and 17 October 1931, RA 247, Langley Library. 9PDF Image | History of NASA Icing Research Tunnel
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