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idea, allowing needed work to be done in a variety of new areas. Aircraft icing research, everyone knew, was severely hampered by the limitations of ground icing simulation facilities such as the Canadian spray rig. While the IRT was the largest refrigerated icing tunnel in the world, it lacked the size to test many full-scale components that required icing protection. Also, it was limited to speeds under 300 miles per hour at sea level. Conversion of the AWT, which had not be used since 1970, would allow more accurate studies to be made of icing problems that were encountered by high-speed fixed- and rotor-wing aircraft.15 The appointment of a new director for the Lewis laboratory in 1982 seemed to offer an opportunity to persuade Headquarters to authorize the conversion. After Lewis plan- ners recommended to Andrew J. Stofan that he use the usual “honeymoon” period accorded to new directors to pursue five major programs, including refurbishment of the AWT, Stofan selected Brent Miller to form an AWT project office. Reinmann, in turn, was told to add an icing group to the planning office.16 Over the next three years, the scope of the project grew significantly. It was diffi- cult to “sell” the conversion of the AWT into an icing research facility when it would cost $10 to $20 million to support a program with an annual budget of $1 to $2 mil- lion. Under the circumstances, it was not surprising that the project office began to emphasize the many uses to which a refurbished AWT could be put. By 1985, planners were arguing that the AWT conversion would provide the aeronautical industry with “a needed, truly unique, and diverse wind tunnel for future propulsion system integration and icing R & D.” Endorsed by the Department the Defense, the FAA, and industry, the new facility would “play a major role in maintaining U.S. superiority in aeronautics well into the 21st century.”17 It all sounded fabulous. The cost for the conversion, however, had also become fab- ulous. The original $10 to $20 had risen to $150 million—and was growing. As Beheim had warned earlier, the decision to go ahead with the renovations would be “highly dependent on budgetary restraints.” He was proved correct; the project priced itself out of existence.18 The three years had not been wasted for the icing group in the project office. A great deal had been learned about icing systems for wind tunnels. Researchers William Olsen Back in Business 15 B. J. Blaha and R. J. Shaw, “The NASA Altitude Wind Tunnel—Its Role in Advanced Icing Research and Development,” a paper presented at the 23rd Aerospace Sciences Meeting of the AIAA, Reno, Nevada, 14–17 January 1985. 16 Dawson, Engines and Innovation, pp. 213–14. 17 Blaha and Shaw, “The NASA Altitude Wind Tunnel.” 18 Reinmann interview. 97PDF Image | History of NASA Icing Research Tunnel
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