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“We Freeze to Please” Their investigation revealed that only the surface heating and hot-gas bleedback systems afforded adequate ice protection. “Surface heating,” the researchers concluded, “either by gas heating or electrical means, appeared to be the most acceptable icing-protection method with regard to performance losses. Hot-gas bleedback, although causing undesirable thrust losses, offers an easy means of obtaining icing protection for some installations. The final choice of an icing-protection system would depend upon the supply of heated gas and electrical power available and on allowable performance and weight penalties associated with each system.”26 On 26 and 27 June 1947, AERL hosted its first conference on aircraft ice preven- tion. The meeting had been organized to convey the latest research results to individuals and organizations responsible for the design, development, and flight application of air- craft ice-protection equipment. It was an opportunity to showcase the work that Cleveland’s icing division had accomplished over the past three years.27 After reports by researchers at Ames on the progress of their work to develop a prac- tical thermal system, Hunter led off the AERL contingent with an optimistic summary of Cleveland’s progress with induction system icing protection. It was not possible, he observed, to design an efficient and ice-free system that would not require the pilot to control heating nor apply alcohol for emergency de-icing.28 Fleming and von Glahn fol- lowed with progress reports on this work to protect jet inlets from icing. Gray and Lewis then spoke about their propeller de-icing experiments. Finally, Callaghan reported on engine-cooling fan de-icing tests that had been conducted in the IRT.29 While the conference provided an excellent forum for discussion of the icing research that had been conducted at AERL over the past three years, all was not well with the Cleveland experimenters. Despite a substantial amount of effort and expense, the creation of a proper icing cloud in the IRT remained a vexing problem. Abe Silverstein, chief of the Wind Tunnels and Flight Division, was growing increasingly impatient with the situation. Never known for his even temper, Silverstein communi- cated his concern to Hunter in the clearest possible language.30 The problem faced by the icing division had been spelled out in April 1947 in a report by professor H. G. Houghton of the NACA’s Subcommittee on De-Icing Problems. “Even with our incomplete knowledge of the properties of natural icing clouds,” Houghton had 26 von Glahn, Callaghan, and Gray, “NACA Investigations of Icing-Protection Systems for Turbojet-Engine Installations,” NACA RM E51B12 (1951). 27 Wing Tips, 11 July 1947. Wing Tips was the house organ of the Lewis Research Center; copies are on file in the History Office, GRC. 28 Hunter, “Summary of Induction-System Ice-Protection Requirements for Reciprocating-Engine Power Plants,” NACA Conference on Ice Prevention, pp. 71–85. 29 NACA Conference on Aircraft Ice Prevention, pp. 86–112, 119–136. 30 Interview with Vern G. Rollin by William M. Leary, 23 September 2000. 36PDF Image | History of NASA Icing Research Tunnel
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