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“We Freeze to Please” plumbing had used copper with galvanized steel; this caused a battery reaction that con- taminated the spray water and plugged up the nozzles. Engineer Harold Christenson had to tear out the original plumbing due to corrosion and substitute copper plumbing with a stainless steel two-stage pump to keep the water clean.15 Adding to Hunter’s woes was a major explosion in the tunnel. On the morning of 29 December 1944, W. F. Morse of General Electric was testing the Phantom 4,160-hp motor that powered the tunnel’s twelve-bladed fan. During the shutdown procedure, the motor exploded. Apparently, the explosion was caused when a spark from the short circuit area ignited fumes from the insulation of an overheated rotor. AERL’s fire depart- ment quickly responded. No IRT personnel were injured, but several firemen suffered minor burns and bruises. The motor suffered extensive damage and had to be scrapped. It took two months to repair the damage to the IRT.16 Even before the explosion, the first experiments had taken place in the new tunnel. On 31 August 1944, work had begun on bare-blade propeller icing. A second project, lasting from 27 November to 1 December and using 29 hours and 24 minutes of tunnel time, involved antenna icing. After the tunnel reopened following the motor explosion, aerody- namic and icing tests were conducted on C-46 engine air scoops from 27 February to 21 April 1945. Another project, lasting from 21 June to 8 October, involved tests of electri- cally heated propellers. In all, the IRT was used for a total of 405 hours from 22 March 1944 through 30 June 1945. Research projects accounted for 264 hours and 32 minutes, while 140 hours and 28 minutes were devoted to calibration and demonstrations.17 Among these early tests in the IRT, one of the most significant involved the devel- opment of a protected air scoop for C-46s. The Army Air Forces had been experiencing high losses of C-46s that were flying the treacherous “Hump” air route between India and China, especially during the monsoon season. At the high altitudes that were fre- quently required to cross the Himalayas, the pilots had little engine heat to spare to protect the induction system of their engines against icing. Even the slightest loss of power meant a loss of altitude amongst the towering mountains, creating a hazardous and often fatal situation. Researchers Uwe von Glahn and Clark E. Renner tested C-46 air scoops in the IRT between 27 February and 21 April 1945. They installed the upper half of a C-46 engine cowling in the test section of the tunnel and conducted experiments of a standard scoop 15 Halbert E. Whitaker to William Olsen, 6 March 1986, copy provided to the author by Mr. Whitaker; inter- view with Harold Christenson by William M. Leary, 22 September 2000. 16 Edward R. Sharp, “Report of Accident in Icing Tunnel, 29 December 1944,” 3 February 1945, History Office, GRC. 17 Carleton Kemper to NACA Headquarters, 6 November 1945, History Office, GRC. 28PDF Image | History of NASA Icing Research Tunnel
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