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“We Freeze to Please” The Boeing 737 crushed four automobiles on the busy bridge, killing five people. The airplane then hit the ice-covered Potomac River, sinking up to its tail. Seventy pas- sengers and four crewmembers died in the crash. Only one flight attendant and four passengers were pulled from the wreckage in a dramatic rescue that received full televi- sion coverage. The National Transportation Safety Board listed a number of causes for the acci- dent, but assigned major responsibility to icing. The NTSB report faulted the flight crew for failing to turn on engine anti-ice during ground operations and takeoff, their deci- sion to take off with snow and ice on the airfoil surfaces of the 737, and the prolonged ground delay between de-icing and receipt of takeoff clearance, during which the aircraft was exposed to constant precipitation.1 This tragic and dramatic accident, which received the widest possible media cov- erage, thrust the dangers of icing to the forefront of national attention. It certainly had a major impact on NASA’s icing research program. Reinmann, who had been hard pressed to show icing as an important safety issue, now had a vivid example of the need for additional research for safety purposes. It became easier for him to argue for funds for the icing section. Eventually, the impact of the Air Florida accident eased the way for Reinmann to obtain approval for a major renovation of the IRT.2 Even before the Air Florida accident, Reinmann had begun research programs that responded to the needs of industry for better methods of ice protection. For a time, it appeared that the answer to the vexing problem of helicopter rotor blade de-icing might well lie in an improved version of the Goodrich de-icer boot. One of the oldest ice- protection methods, the pneumatic boot was attractive as a low-weight, low-cost, and low-power method of ice removal. It had been studied by Lockheed Aircraft under an Army contract during the 1970s. The concept had been rejected, however, because the neoprene rubber of the boot could not withstand heavy rain and could be damaged or completely torn off by centrifugal force.3 Goodrich investigated a variety of materials to improve the durability of the boots. The company finally became convinced that polyurethane (trade name, Estane) would solve the problems that had been associated with neoprene. In 1979, Goodrich and NASA conducted a joint program to test the polyurethane boot in the IRT. Placing a 6-foot segment of a full-scale Bell UH-1H (Huey) rotor blade in the 1 National Transportation Safety Board Report NTSB-AAR-82-8, 10 August 1981. 2 Reinmann interview. 3 Robert J. Shaw, John J. Reinmann, and Thomas L. Miller, “NASA’s Rotorcraft Icing Research Program,” preprint for the NASA/Army Rotorcraft Technology Conference, NASA Ames Research Center, 17–19 March 1987; copy in the History Office, GRC. 82PDF Image | History of NASA Icing Research Tunnel
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