Indianapolis Times, Indianapolis, Marion County, 27 March 1942 — Page 41

LINDBERGH GETS

FORD POST 0. K.

Flier Goes to Work Next Week as Engineer at

Bomber Plant. DETROIT, March 27

bomber plant, a spokesman for the company declared today. Henry Ford offered Mr. Lindbergh the job Tuesday during a tour of the plant. The famous filer accepted the position, but

went to Washington to make cer-|j

tain that war department officials had no objection. Although he resigned as a colonel in the air corps reserve before the attack on Pearl Harbor, the flier was one of the first isolationists to offer his services to the war department after war was declared.

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(U. P).— Charles A. Lindbergh will begin work for the Ford Motor Co. next week as an engineer at its giant

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By WALTER LECKRONE Times Special Writer DETROIT, March 27.—The men who once put a flivver in ‘every garage got ready today to deliver a bomb to every Jap. The methods were exactly the same. Only the job itself is new Henry Ford is building bombers just as he used to build Model T's.

Since last spring they have torn the scrubby underbrush off 1000 ‘acres of flat southern Michigan land and built a steel-and-concrete factory half a mile long. Before long this factory will be able to

heavy every two hours,

er that can fiy under its own power to any war zone on earth. This could easily add up to Henry Ford more bombers of this type in a

year than there are now in the

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whole world. Right now this is the biggest of a whole battery of new bomber plants, although it may not be the biggest six months or a year hence. The ideas inside this plant are more impressive than the floor space, even though that is so great that they run errands inside the building in standard size automobiles. Here is the most spectacular example, so far, of the conversion of the automobile industry from peace to war. It is not the conversion of a plant or a machine—the plant is all new, and was built expressly to produce warplanes—but rather the Here, for the first time ‘on any such scele, will be applied the kind of production methods that put America on wheels back in the 1920s and brought sturdy and even luxurious cars within the reach of the average American family. Mass-production methods which gave Americans the highest living standards in the world now are to be used to protect those standards. Until the demand for airplanes

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became as unlimited as the demand for automobiles, and until their design was fairly standardized, genuine mass production was not possible. Pre-war defense orders were big enough to let the aviation industry move in that direction, but never big enough for any single model to let anyone try building pursuit ships the way motor car makers build sport roadsters.

Existing warplane factories, up to a short time ago, had reached only the point where they could use jigs for parts assemblies—but their jigs were flimsy affairs which looked as if they were made of gas-pipe, and had constantly to be re-checked for precision.

Jigs in the new Ford plant may weigh 20 tons, and are made of hard steel to complete and permanent accuracy. Aircraft companies were using rubber dies to stamp out light metal, and these had constantly to be replaced after

a few stampings. Ford uses steel;

dies, which last many times as long. Those are only typical instances of the vast differences in method that run through the whole fac-

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tory. Workmen and bosses alike have brought over with them the ideas they learned on the auto assembly lines. Automatic machinery does the actual work wherever one can be devised that will do it, saving thousands of hours of work. One machine about the size of a twostory house, for instance, handles a certain wing operation. The assembly is locked in position and the lathes and drills and reamers go to work on it. One gadget makes a hole into which the bomber’s wheels will fold up out of sight. Another carves

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out the seat for the motor, another drills holes for bolts, another trims off wing edges, and still others do other tricks. At factories where smaller quantities have been built in the past, all these operations took 1500 manhours. In the Ford plant they will take 300. A huge drilling machine takes a whole section and bores all the holes for rivets at a single operation—old time, six hours; Ford's time, 30 minutes. Many sections of a big bomber stand far higher than a man can reach—but climbing is old-fash-

Is Ford Wa r

Plane Goal ioned and wasteful. Today they are flanked by elevators on which the workman stands with his work always at exactly the right height for his greatest ease, rising slowly as he completes his job.

Even inside a fuselage there is no more laborious crawling or slow work in cramped positions. Some jobs hang on rotating tables, each section in its turn passing in front of the stationary workman. The inside of a bombing plane is a maze of plumbing—pipes for fuel, air, oil. Pre-war methods built these in bit by bit after the

plane was nearly completed. The new mass-production method assembles all the plumbing for a whole plane section first, slips it into the section at the proper moment as a complete unit—and then hooks the ends together along with the sections of the plane. “That's what will win this war,” says the graying shop-boss, an oldtimer from the Ford assembly lines. “Hours. Hours saved right here. What good is a bomber that gets there a day late?”

CANCELS PRESS CONFERENCE WASHINGTON, March 27 (U. P.). —President Roosevelt’s press conference scheduled for today has been canceled, the White House

announced.

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