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Aircraft Corporation had tried the system in a wind tunnel, but they had found that the force required to remove ice also destroyed the wing structure. In the United States, Bell Helicopter and Lockheed had looked into the concept. Lockheed’s experiments had appeared especially promising, but the company’s decision to leave the commercial trans- port business had ended work on the project. Aware of Lockheed’s apparent success, NASA invited McDonnell Douglas to test EIDI in the IRT in 1981. In November, a semi-trailer arrived in Cleveland from California with fourteen technicians and engineers, impressive capacitor banks, multiple recording devices, and a DC-10 wing section with removable leading edges and variable- location pads for the copper coils that would carry the electro-magnetic energy. McDonnell Douglas tested the EIDI-equipped wing section in the IRT for six weeks. Sometimes the system worked, and sometimes it did not. No one knew why. With the results deemed negative, the McDonnell Douglas people packed up and went back to California. The data from the experiments were never reduced, so NASA learned nothing from the tests. In any event, most individuals connected with the tests came away with the conviction that EIDI was a fluke. Reinmann, on the other hand, continued to see promise in EIDI. He sought to interest a Lewis colleague, who was an expert in electro-magnetic theory, in undertaking further research into the system, but he was turned down. Reinmann next approached a professor at MIT who had published extensively on the interaction of electro-magnetic waves with various media. After talking to several of his graduate students, the professor said that no one was interested in pursuing research in this area. Work on the system seemed at a dead end.9 Shortly after these disappointing results, however, EIDI again came to NASA’s atten- tion—this time during a meeting of the General Aviation Advisory Committee at Lewis. A representative of a small aircraft company complained about the limitations of pneu- matic boots and asked if NASA could come up with a better de-icing system for piston-engine aircraft. Icing researcher Harold W. Schmidt, who was an avid private pilot, said that EIDI might be the answer. But, he went on, NASA was reluctant to work with the large transport manufacturers on developing the system because of the recent experience with McDonnell Douglas. Representatives from Cessna and Beech, aircraft companies in Wichita, Kansas, then suggested that a study might be done through a local university, with the results made public. Following this meeting, Schmidt called Professor Glen W. Zumwalt at Wichita State University (WSU) and told him that NASA might be prepared to work with Cessna and Beech if they were partners in a quick feasibility study of EIDI that was proposed by a Back in Business 9 Reinmann to Leary, 22 April 2001. 87PDF Image | History of NASA Icing Research Tunnel
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