As I just discovered this thread, a better late than never response...
In his book, Swissair im Kampf und Aufstieg, Robert Fretz, a captain and then vice-president operations, says that the fog dispersal procedure was developed by the sector chief pilot for Europe, Charles Ott, and the Caravelle technical chief pilot, Peter Baumann (p271).
That the heat from engine exhausts was able to disperse fog on the runway had already been discovered in DC-7 operations, and United Air Lines, among others, used this technique to improve visibility (p270). The procedure developed for Swissair’s Caravelles was used successfully in almost 50 cases between 1960 and 1962. What was proscribed was the continuous use of brakes while taxiing along the runway. The procedure was to stop two or three times on the way to the threshold (ie opposite to the take-off direction), run the engines up to 7,500rpm for 15 seconds, then taxi for another 1,500ft, repeat the run-up, then possibly repeat it again. Each time a tunnel about 1,500 to 2,500ft long, 130ft wide, and 30m high (100ft) was created and these tunnels joined together to cover the runway length required.
On 04Sep63, it was not certain that the crew actually executed the fog dispersal procedure because apparently the airplane never stopped on the way to the threshold. The voice recordings show that the main purpose was to reconnoiter the visibility over the whole length of the runway (which the crew reported to be very patchy). The aircraft was guided by a follow-me car, but the crew did address the pilots of a CV-440 that was preparing for takeoff after them that the jet blast on taxiing down the runway had probably made a difference. They then reported turning around to return to the beginning of the runway and probably take off.
A reconstruction under the auspices of the Eidgenössische Materialprüfungsanstalt (EMPA, federal materials testing institution) showed that wheel temperatures never exceeded 40°C (118°F), but Air France and SAS had experienced tire blowouts because sometimes only one of the wheels on a bogie provided all the braking force and therefore overheated (p273). However, never had a wheel overheated to the point of the wheel rim disintegrating as was the case with HB-ICV. The crew, as well as the airline, was exonerated in the accident investigation.