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“We Freeze to Please” Using Langley’s specifications as a basis for their plans, the design and construction team at Cleveland began work on the tunnel in the spring of 1942. Four individuals played key roles in the creation of the new facility. Edward R. Sharp, as construction administrator (later, manager) of AERL, was in overall charge of the project. His chief lieutenants were Ernest G. Whitney, head of the design group at AERL, and mechan- ical engineer Alfred W. Young. Charles N. Zelenko, an assistant aeronautical engineer, had responsibility for translating plans into reality. From the beginning, the design team at AERL had questions about Langley’s orig- inal specifications. Economic factors argued strongly for a somewhat smaller facility than the 7-foot by 10-foot tunnel. Information from Goodrich had pointed out that the starting point for the design of any icing tunnel should be the selection of the maximum water density to be sprayed across the throat. This spray places the heaviest load on the refrigeration system, causes ice deposits on turning vanes, creates ice removal problems, and causes possible icing of the heat exchanger. When simulating icing conditions at 300 miles per hour, the maximum refrigeration load for a 7 x 10-foot tunnel would be approximately 2,000 tons. Achieving this would require a total of 8,645 horsepower per hour. With Cleveland’s high power costs, this would translate into $25.80 per hour. If the tunnel could be scaled down to 6 feet by 6 feet, the savings would be con- siderable. Goodrich indicated that the smaller tunnel would be suitable for icing experiments. The construction costs would go down from $650,000 to $458,000. The smaller tunnel would require only 4,490 horsepower to produce simulated icing condi- tions, lowering operating costs to $13.40 per hour.4 In July 1942, Young and Whitney approved an amended set of design specifications for the tunnel. The overall shell would be 200 feet by 75 feet, containing a test section that would be 6 feet by 9 feet by 25 feet long, which would permit the testing of at least medium-size wings. Its “basic throat” would accommodate wind speeds of 300 miles per hour, with a smaller auxiliary throat that would allow speeds of 400 miles per hour. “The tunnel,” noted the specifications, “shall be a low turbulence tunnel suitable for aerodynamic tests.” As originally planned, the tunnel would be a closed continuous passage facility through which air would be circulated by means of a propeller driven by an electric motor that would be placed in a faired nacelle. A temperature of -40°F would be achieved by using the refrigeration equipment of the Altitude Wind Tunnel. As in ear- lier specifications, the nature of the spray system was left vague. The construction cost for the 6 x 9-foot tunnel was estimated at $559,138.5 4 Zelenko to Whitney, “Design Consideration for the Refrigeration Tunnel,” 24 March 1942, History Office, GRC. 5 Zelenko, “Design Specifications for Ice Tunnel,” 9 July 1942, History Office, GRC. 22PDF Image | History of NASA Icing Research Tunnel
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