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“We Freeze to Please” Figure 4–1. B-24 with Westinghouse 24C-2 turbojet engine mounted under wing, 1948. (NACA C-20866) Von Glahn, Peterson discovered, was not enthusiastic about the prospect of reopening the tunnel. The IRT, he said, would soon be torn down. Peterson, however, managed to convince him that helicopter icing needs were unique. Flight tests were pro- hibitively expensive and dangerous. A good deal of valuable work could be accomplished in the icing tunnel. Von Glahn told Peterson that he would take the matter up with his superiors. NASA finally agreed to allow Peterson to run tests in the IRT. The Boeing researcher then obtained Air Force sponsorship, which meant that no extra money would be required to use the government facility. Peterson went to Cleveland at the beginning of June 1961. When NASA’s technicians turned on the tunnel, all the circuit breakers blew. It took three days to check the electrical circuits and get the tunnel running. Tests of the engine inlet began on 5 June and lasted until 23 June 1966. As a result of this work, Boeing was able to qualify the Chinook’s bleed-air anti-icing system. Pleased with the usefulness of the facility, Peterson returned in August for two months of work that resulted in certification by the FAA of the electro-thermal and bleed-air 64PDF Image | History of NASA Icing Research Tunnel
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