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“We Freeze to Please” solution to the icing problem just now much more than it needs further increases in effi- ciency.” Warner suggested that transport lines be asked for suggestions about the type of research that would be most urgent for them.34 Lewis assured Warner that the work that Jacobs was doing in the tunnel was only for the purpose of obtaining data for the two-dimensional wind tunnel and was not in any way holding up the operation of the icing tunnel, which was set to be ready in July. “I concur with you 100 percent,” Lewis told Warner, “in your remarks concerning the icing tunnel and its use.” The air transport companies would be contacted, and a schedule of icing research would be drawn up.35 Lewis made good on his promise to Warner and solicited suggestions from the air- lines through the Air Transport Association. The airlines responded with a lengthy list of possible areas for investigation. American Airlines, for one, envisioned airplane icing tests that would encompass wings, windshields, struts, propellers, control surfaces, airplane skin, engines, cabin windows, exterior lights, and ventilating system inlets and outlets.36 As it turned out, the Langley laboratory had its own agenda for tests in the new icing tunnel, and this agenda had little to do with what the airlines wanted to accomplish. Lewis A. Rodert, a junior aeronautical engineer who had joined the NACA in September 1936, took the lead in formulating the laboratory’s icing research program. For Rodert, as well as for most of his engineering colleagues at Langley, the answer to the airline industry’s icing problems lay in thermal de-icing systems. Existing data indicated that sufficient exhaust heat was available for de-icing. The problem, Rodert noted, was “one of distribution.” In order to investigate this aspect of a thermal de-icing system, Rodert wanted to test models in the new icing tunnel. Securing the approval of his superiors, he used three models of 6-foot sections of NACA 23012 airfoils with a 72-inch chord, each with a different duct system. An electric heater and three small electric fans circulated hot air through the ducts. With temperatures from 20° to 28°F and a wind speed of 80 miles per hour, he adjusted the spray nozzles to produce water droplets that varied from 0.002 to 0.05 inches in diameter. He found that ice could be removed or prevented from 34 Warner to Lewis, 23 April 1938, RA 247, Langley Library. Jacobs responded to Warner’s criticism. “I must admit,” he wrote, “I was discouraged and disheartened over learning Mr. Warner’s reaction toward our efforts to advance wind-tunnel technique as indicated by this new equipment. To me, it appears to represent in many ways a successful attempt to keep ahead of foreign countries in our research methods, but evidently to him it inspired a comment no more eloquent than it is an icing tunnel.” Jacobs to Chief, Aerodynamics Division, n.d. [May 1938], RA 247, Langley Library. 35 Lewis to Warner, 28 April 1938, RA 247, Langley Library. 36 Lewis to Edgar S. Gorrell, 7 May 1938; William Littlewood, vice president, engineering, American Airlines, to Fowler W. Barker, 20 May 1938; both in RA 247, Langley Library. 16PDF Image | History of NASA Icing Research Tunnel
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