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“We Freeze to Please” same time, Headquarters insisted that the fan blades in the IRT be inspected before and after every test.30 The inspection dictat, Zager contends, contributed to an accident in the tunnel. Inspection of the fan blades was performed with the aid of a fiberglass ladder. Once, at shift change, the ladder was left in front of the blades and was destroyed when the fan was turned on. Word soon reached Headquarters about a “major accident” in the tunnel. General Billie J. McGarvey, in charge of all facilities, called Zager and wanted to know how long the tunnel would be shut down and how much repairs would cost. Zager told him that the Lewis wood shop would repair the damage to the blades in three or four days—at no cost to Headquarters. McGarvey could not have been more pleased. In the end, it took two weeks for Headquarters to approve the repairs, which were done in four days.31 The fan blade study that had been done by the Diedrich committee yielded some unexpected results. Spera, who had assisted in the analysis that had certified the original blades for continued use, had discovered during his calculations that there might be a way to increase the efficiency of the fan. At 460 revolutions per minute, the fan used only 2,800 of the motor’s 5,000-horsepower potential to produce a maximum test section velocity of 300 miles per hour. Spera’s analysis showed that if the blades were re- machined with a 5° increase in pitch, the same 460 revolutions per minute would increase test section velocity to 385 miles per hour. In 1993, what Reinmann described as “Spera’s great idea” was brought about through in-house work at Lewis. The new fan blades were taken out of storage and modified by the Lewis model development and machining branch. Supports were added to the turning vanes in the diffusing sections of the tunnel. Spera’s calculations proved accurate, giving the IRT the higher range of speed that many customers had been requesting.32 Reinmann, who in 1988 received NASA’s Exceptional Service Medal for his man- agement of the aircraft icing program, retired in May 1994. Reflecting on the major accomplishments of his sixteen years as head of NASA’s icing research, he believed that his association with the FAA’s Richard Adams on the testing of ground de-icing fluids had contributed significantly to the resolution of an important safety issue. Reinmann also pointed to his support of the flight testing, the modernization of the IRT, the devel- opment of cooperative programs with industry, and a grant program to universities that resulted in the training of engineers for icing research, many of whom were subsequently 30 Zager interview. 31 Ibid. 32 David Sheldon, “Work Plan: Blade Pitch Modification to the Icing Research Tunnel Drive Fan,” 24 February 1993, History Office, GRC. 128PDF Image | History of NASA Icing Research Tunnel
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