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“We Freeze to Please” Lockheed, Rodert and Alun Jones modified the aircraft with a “hot wing,” using valves in the engine exhaust stack to divert hot gas into a 4-inch-diameter tube that ran close to the leading edge. By the time the aircraft was ready in January 1941, the NACA had transferred Rodert and his icing research program to the new Ames Aeronautical Laboratory in Moffett Field, California. During the war years, Rodert and his team worked to perfect a thermal de-icing system, first with the Lockheed and later with a B-24 and a B-17. In 1943, he converted a Curtiss C-46 into a flying laboratory and continued the flight-test program at the Army Air Forces’s Ice Research Base at Minneapolis. Although Rodert opposed the use of chemically heated air for his thermal de-icing system, aircraft manufacturers distrusted the use of exhaust gas, which they feared would corrode aluminum and was potentially dangerous. At the end of the war, many manufacturers turned to chemically heated air for their de-icing systems. The Douglas DC-6, for example, used gasoline-burning heaters that were built into the engine nacelles. Rodert’s work, nonetheless, was hailed as pioneering and would be rec- ognized by the award of the 1946 Collier Trophy.40 Rodert and the aerodynamicists at the Langley laboratory never had any confidence in the utility of a refrigerated wind tunnel as a research tool, but others in the NACA were not as pessimistic. Indeed, while Rodert was conducting his flight experiments at Ames, work was beginning on another icing tunnel at the new NACA Aircraft Engine Research Laboratory in Cleveland. 40 See Glenn E. Bugos, “Lew Rodert, Epistemological Liaison, and Thermal De-Icing at Ames,” in Pamela E. Mack, From Engineering Science to Big Science: The NACA and NASA Collier Trophy Research Project Winners (Washington, DC: NASA SP-4219, 1998), pp. 29–58. 18PDF Image | History of NASA Icing Research Tunnel
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