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“We Freeze to Please” Figure 3–10. Turbojet ice prevention with hot-gas bleedback, 1947. (NACA C-19864) cyclic de-icing were between one-fourth and one-tenth of those used by comparable con- tinuous gas-heated anti-icing systems.20 Work also continued at Cleveland on systems to protect the engines of jet aircraft. The hazards of this type of icing were dramatically demonstrated in 1951 when eight U.S. Air Force F-84 fighter-bombers were lost over Richmond, Indiana, on 8 June during a brief encounter with severe icing conditions. The aircraft were part of a flight of thirty-four Thunderjets that had just taken off from Wright-Patterson Field, Ohio, for Selfridge Field, Michigan. While flying through a thunderstorm, eight of the aircraft experienced sudden engine failure. Three pilots died and two were injured in the largest mass jet disaster in aviation history. At first, the military suspected sabotage and called in the Federal Bureau of Investigation. But it soon became clear that icing was to blame. Ice had built up on the engine inlet screens that prevented the ingestion of debris during takeoff, choking off the airflow and causing the engines to quit. The Air Force turned to the NACA for an answer to this problem. Tests in the IRT, however, revealed that the screens could only be protected with an unacceptably large heating requirement. The NACA recommended that the screens be removed or be made retractable.21 Manufacturers also came to the NACA with their problems. In December 1954, for example, Convair requested the NACA to conduct icing tests of the inlet for the 20 Gray and Bowden, “Comparisons of Several Methods of Cyclic De-Icing of a Gas-Heated Airfoil,” NACA RM E53C27 (1953). 21 New York Times, 9, 10, and 13 June 1951; von Glahn, “The Icing Problem;” von Glahn, Edmund C. Callaghan, and Vernon H. Gray, “NACA Investigation of Icing-Protection Systems for Turbojet-Engine Installations,” NACA RM E51-B12 (May 1951). 54PDF Image | History of NASA Icing Research Tunnel
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