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“We Freeze to Please” While the NACA believed that the application of heat eventually would solve the problem of inflight icing, a more immediate solution seemed at hand during the early 1930s, thanks primarily to the work of William C. Geer. A retired scientist, Geer had graduated from Cornell University in 1905 with a doctorate in chemistry and joined the BFGoodrich Company of Akron, Ohio, in 1907 as their chief chemist. In 1927, two years after he had retired from Goodrich due to ill health, Geer became interested in the airplane icing problem. He knew that there had been sporadic research since 1922 on ice-phobic liquids and wing fabrics, but these early efforts had produced no satisfactory results. Geer decided to try his own experi- ments. He built a small research laboratory and began to test chemical methods to prevent the formation of ice.16 By 1929, Geer’s work had showed sufficient promise to attract the attention of the Daniel Guggenheim Fund for the Promotion of Aeronautics. As part of its grant program to enhance aeronautical safety, the Guggenheim Fund gave Geer $10,000 to conduct further research. Working with Dr. Merit Scott of Union College, Geer arranged with the Department of Physics at Cornell to build a small icing research tunnel. The facility featured a 7-inch by 7-inch test section and a 3-inch circular throat, with the temperature lowered by ice.17 Tests in the tunnel suggested that oiled rubber sheets that covered the vulnerable parts of the airplane showed considerable promise. Coated with a mixture of 4 parts pine, 4 parts diethylthalate, and 1 part castor oil, the rubber sheet retarded the accu- mulation of ice. The major problem was to get rid of the ice that managed to form on the sheet. Working with B. F. Goodrich, Geer came up with an “expanding rubber sheet” or “ice-removing overshoe.” The coated rubber sheet was placed on the leading edge of an airfoil in the tunnel, and air pressure was used to inflate the sheet and remove the ice. Practical tests of the device were conducted in late March and April of 1930. Wesley Smith, a former Air Mail Service pilot who was now operations manager for National Air Transport, flew three test runs with the overshoe or boot. The test section consisted of laced-on overshoes that were 36 inches long by 15 inches wide. Two tubes, 2 inches in diameter, supplied air to inflate the boots. During the flights, Goodrich engineer Russell S. Colley sat on an orange crate in the mail compartment of the airplane and used a bicycle pump to deliver air into the tubes, alternating from one tube to the other by means of a manually operated valve. The boot worked well on a flight from Cleveland to 16 William C. Geer, “The Ice Hazard on Airplanes,” Aeronautical Engineering 4 (1932): 33–36. 17 Ibid.; Richard P. Hallion, Legacy of Flight: The Guggenheim Contribution to American Aviation (Seattle: University of Washington Press, 1977), pp. 109–10. 10PDF Image | History of NASA Icing Research Tunnel
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