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“We Freeze to Please” 30 March 1931, Charles Meyers flew Miss Silvertown through icing clouds that extended from 2,000 to 8,000 feet over Akron. The system worked perfectly. This flight, the New York Times announced the next day, marked “victory” over “one of aviation’s most dan- gerous enemies.”22 Most airlines quickly adopted the Goodrich boots. TWA equipped its Northrop Alpha 4-As with boots on wings and tails in the winter of 1932–33. In the summer of 1933, United Airlines ordered boots for its Boeing 247s, while TWA put them on its Douglas transports during the winter of 1934–35. The airlines encountered and over- came numerous installation problems. The rubber boots, for example, refused to remain attached to airfoil surfaces at high speeds. Goodrich engineer Russell Colley solved this problem by inventing a hollow threaded rivet called a Riv-Nut that could be installed from outside the wing.23 Goodrich, working in cooperation with I. R. Metcalf of the Bureau of Air Commerce and Walter R. Hamilton of TWA, also used the icing tunnel to develop a pro- peller de-icing system. It consisted of a circular trough of inverted U-section that was bolted to the rear face of the propeller hub and fitted with short tubes that opened at the base of the propeller blade. De-icer fluid, usually a mixture of glycerin and alcohol, was produced at a pressure of 4–9 pounds from a storage tank inside the cockpit and then dripped into the U-section on the propeller hub. Centrifugal force then carried the fluid along the bare aluminum alloy blades. Following a long series of flight tests by TWA pilot D. W. Tomlinson, this “slinger ring” arrangement became standard equipment on the nation’s air transports.24 By the winter of 1935–36, most airlines had retrofitted their fleets with the modi- fied Goodrich de-icing system. The total weight of the system, at least on TWA’s Douglas transports, was 177 pounds, and it cost $65,000. This seemed a small price to pay for the protection against icing. In August 1936, TWA President Jack Frye proclaimed that results during the past winter proved that the new de-icing equipment “has served virtu- ally to eliminate ice formation as a danger to scheduled flight.”25 Frye’s optimistic comment would soon come back to haunt him. On 26 March 1937, the front page of the New York Times announced the crash of “a giant Transcontinental Airways skyliner” the previous evening while attempting to land in Pittsburgh. All thir- 22 “Goodrich Airplane De-Icers,” Aero Digest 18 (May 1931): 66; New York Times, 13 March 1931. 23 Kastein, “Colley.” 24 S. Paul Johnson, “Ice,” Aviation 35 (May 1936): 15–19; Jerome Lederer, Safety in the Operation of Air Transportation (Norwich University, 1939). 25 Fred L. Hattoom, “Installation of De-Icer Equipment for Winter Airline Service,” Aero Digest 29 (November 1936): 38, 86; Jack Frye, “No Ice Today,” U.S. Air Services 21 (August 1936): 13–14. 12PDF Image | History of NASA Icing Research Tunnel
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