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recalled, “was to tour icing tunnel facilities in the U.S. and see what was out there and where their problems were.” Cain contacted Zager and arranged to visit the IRT. He spent several days at the facility, “finding out what their problems were and what would they change if they were going to build a new tunnel.” As a result of his discussions with Zager, Cain included in the design concept for the Boeing Research Aerodynamic Icing Tunnel (BRAIT) signifi- cant modifications of the heat exchanger and spray bar system. The BRAIT facility, which opened in 1989, saw improvements on the Lewis facility, especially in the areas of nozzle control and airflow. Boeing would later share these advances with NASA. “Ever since the beginning of our relationship with NASA,” Cain observed, “we have maintained an open- door policy to discuss operational problems with each of our facilities . . . . We have an excellent relationship with NASA.”23 While NASA’s new tunnel was taking shape, the old tunnel was being recognized for its contribution to icing research by the American Society of Mechanical Engineers (ASME). In 1985, Robert Graham, NASA Lewis liaison with the ASME, had suggested to Reinmann that the IRT might be a good candidate for designation as a historic engineering landmark. At the time, Reinmann had taken no action on Graham’s proposal and stuffed the ASME brochure on engineering landmarks in his desk drawer. Two years later, however, after noting the extensive historical work that William Olsen had done in support of the AWT modifi- cation program, especially on the Carrier system, Reinmann pulled out the ASME brochure, handed it to Olsen, and suggested that he undertake the project. Olsen was delighted with the assignment. “Bill,” Reinmann recalled, “poured his heart into this.”24 Assisted by Virginia P. Dawson, a contract historian, Olsen put together a package of documents and photographs in support of the nomination. He listed three reasons why the IRT should be considered historically significant. First, he observed that most of the current aircraft icing technology had been researched, developed, and tested in the IRT. Second, the IRT was the largest refrigerated icing tunnel in the world. Finally, at 21,000 tons capacity, the refrigeration plant used by the IRT remained the largest direct expansion refrigeration system in the world. The heat exchanger in the IRT featured a revolutionary design that Willis Carrier considered to be his greatest engineering achieve- ment. Olsen also included a diagram of the IRT’s innovative spray nozzles.25 The ASME accepted Olsen’s nomination and agreed to add the IRT to such other landmarks as the Five-Foot Wind Tunnel at Wright Field, the Link Trainer, and the Back in Business 23 George E. Cain to Leary, 3 November 2000. 24 Reinmann to Leary, 1 June 2001. 25 Olsen and Dawson to ASME, “Nomination for Designation of Historical Engineering Landmark,” n.d., NASA History Office. 103PDF Image | History of NASA Icing Research Tunnel
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