Foil: 29 Panel: 3 Column: 1 Line: 27

Wall of Honor Level:
Air and Space Sponsor

Honored by:
Glenn M. Grigg

In the '30's we were in touch with the outside world, from local to Big Ben of London. Keeping tuned in for news from all large cities, Saint Louis came in loud and clear. One night, after the usual news program, it was announced a slogan contest would be on. A prize to be offered for best new slogan for their news program. On a wild hunch, I wrote a fan type note to the radio station, adding an off-hand slogan. In a few days, it was announced on their news program, I'd won a pilot's ground course from Park's Air College, as 1st prize. The basic training given with flight training at University of Washington (1925). I'd signed up for a main course in aviation but, they had very little to offer, like an old Liberty engine and a few propellers splintered by machine gun, ill-timed, firing. So, I stuck with Civil Engineering at Washington and Wyoming. This correspondence course then, was the first step in a changeover to aviation, for 25 or so years, and a lot of travel.
Shortly after, on a trip to Denver, to visit the Morrisons, we learned he was at the airport taking flight training. "Red" Morrison was owner of a trucking company so was showing an interest in aviation, in the early 1930's. As we arrived at the airport, a Boeing P-12 landed and taxied to the terminal. It was Morrison and the instructor, head of Colorado National Guard. A short visit and I was invited to go up with the P-12 (fighter plane), a wild ride and good demonstration of what the little bi-plane could do. Got me started on 1/2 dozen steps toward a new line of work, above bridges. In Cheyenne (1928-35) we used to see a lot of action about the airport, early planes and airmail flights. Barnstorming, and early day pilots, I have some snap-shots. Remember seeing a "pusher" bi-plane flying over the Montana ranch (1918_+).
Later when in Portland, my brother-in-law, claiming I was a good airplane prospect, persuaded the owner of a flying service on Swan Island to make a sales pitch. So, we took a Security Airster (low-wing side-by-side) up for a long dual-flying demonstration. A very stable plane. We even flew it hands-off and it came back, leveling off after a high elevation maneuver. No sale but, in flying it, was sold on the idea. Took a photo taking flight, later, with my brother "Mose" (Winston), in an Eaglerock bi-plane, from Swan Island. Much later (1936), I got a little time (dual-flight) in a Piper Cub out of Trenton, New Jersey, while at Luscombe Airplane Company.
One morning, on circling the windsock, for wind direction, we noted a 90 degree change. So, we changed to the north-south runway, landing short and rolling to the east-west runway just as a United Airlines plane came down, crosswind, across our bow. If we'd rolled a bit further, we'd have been a couple of has beens.
That fall, on seeing an ad, I contacted Luscombe of Trenton, N.J., starting a new company. Small beginning, but promising, so we collected our things on a two-wheel trailer and took off. 'Twas winter, in January 1936, with snow, ice and freezing rain on the route below the Great Lakes, all the way. On arrival, we lived with the Luscombes until we could locate a house. They had a large house, on the West Trenton Airport, which, with hanger and whole airport they rented for $400 per year!
"The Luscombes", by Stanley G. Thomas, and I appreciate the chance to read of the early and continued history of one of the best light airplanes. A very complete story of the development of the Luscombe from already a champion: the "Monocoupe", which Don Luscombe had such a leading role. Missing are a few details, bound to happen in such a wide coverage. Don was a "Quiet Birdman", quiet also by nature. And, a good leader and example for a bunch of aviation struck kids. Even older family-type men eager to change to a new life, at almost any cost. Living and working with Don was an inspiration, over-riding a few one-sided opinions. Such a huge venture would take a man of Don's talents and connections.
He came from St. Louis with plans for an all metal high-wing "Phantom". Bringing only a couple of fellows with him, he enlisted engineers and crew from all over, including: Missouri, Oklahoma, Texas, Oregon and Wyoming. Ivan Driggs [inventor of Drigg's "Skylark" (name of the plane)] was the beginning Chief Engineer, then Lyle Farver, with a couple of engineers, one from Enterprise, Oregon, and me. Everyone, in shop and engineering furnishing tools and materials for tooling and drawings required on a new airplane. Later on expanding to include a school for engineers with instructor from Cornell for mechanics, me as instructor on welding, sheet metal, tooling, etc. I was examined and awarded a Government License as Airplane Mechanic, one of the first. Edgar Davis, Ig (Ignatius) Sargent's best friend and partner, he and Ig bought and were involved in building an early Phantom each. They flew down daily from New York, in a Stinson, while I was there. I believe it was "Pete" Brooks who came down from New York often to see Don, they were close. He flew a clip-wing (23 ft?) Monocoupe. He'd put on a show, before landing, that stopped all work in the place.
Records show some 2300+ Luscombes still registered and may be flying. No wonder there's big interest, even in older planes that keep getting O.H.'d - (over-hauled) and repaired, constantly. To New York City a couple of times. Once to University of New York with a model to be tested in the wind tunnel. So many people and names brought to mind. Very complicated and, in some areas, hard to remember in these 60 years. Pay was $15.00 per week plus stock. We sold our stock to Kieth Funk, on leaving
Around 1937 Glenn L. Martin was building a new factory and engineering building on Middle Road east of Baltimore. In the mean time, and when I got there, engineering, at least, was centered at Dundalk, south of Baltimore. Dundalk was laid out like the deck of a ship.
My term was rather short, covering early design work for approval, each furnishing material, as paper and pencils. Frank Johnson taking over when I left, to follow Lyle Farver to Baltimore. I lived with the Farvers for a while, before moving to a country place (board and room) before the family joined me.
Ivan Driggs had left Luscombe and now Lyle Farver left to go with Glenn L. Martin Company, in Baltimore. I soon followed them, in 1937. Lived with Lyle and Carol for a while and in the country with farmers who raised truck gardening stuff for the local Farmer's Market.
Learned later, when the Hindenberg landed and exploded, one of my former students was there. He was standing by the hanger, snapped off a shot with his small camera, catching the main explosion. A news photographer, late for a shot, rushed up to the boy and bought the camera for $50. Am convinced this shot is the one that hit the front page of most newspapers.
Worked with "Wavy" Stearman, of the airplane Co., and Harry Corrigan, brother of "Wrong Way" Corrigan (Doug). Harry was with Lockheed later, built a new home in Burbank, where I met Doug at open-house. He with wife from Texas and young son. Doug gave me a copy of his book (signed), "That's My Story". Coverage of a true aviation fan and pilot. He worked, at Ryan, on Lindberg's "Spirit of Saint Louis", Ada's inspiration (1927) for her banner, "Spirit of Olympia", I carried on my Dodge to Wyoming. Harry, Ralph Bell and I, with wives, used to step out a bit, like the Military/Aviation Ball. Ralph and Anne, good friends and next door neighbors, came to Seattle later. He was a personnel Manager at Boeing. Visited him at home and office at Boeing. Worked together at Martin's and now wanted me to join him at Boeing. Had a big turnout at Glenn L. Martin's when Doug got back from Europe. But, who saw him off!! Got leave to take off only on the course he fly to California. He'd flown to and from California, non-stop, to test that distance and opposite course by compass. He'd helped Harry through University of California and now Harry helped Doug in "Barn Storming" and "Hedge Hopping" and making long distance flights, like a "wrong-way" hop to Ireland.
Worked for a while with McDonnell [(pronounced with) emphasis on the last part, syllable] before he left for St. Louis. He took 15 or so fellows with him, including Lyle Farver. Tried to get Martin to take his jet plane design (1939/1940), so carried on in St. Louis with his jet and manufacturing plane parts in his factory. Later, of course, buying in with Douglas. On the list of old time plane designers, all are gone.
Anyhow, it wasn't working out so good, so I contacted Herman Klemm at Glenn L. Martin, as he'd suggested. I'd just got back from a brief Structural Engineering job in Washington, D.C. He met me at the big front door of the new engineering building, at Middle Road, with "open arms". He always had a good word for me and any design job I was working on. Once said, on a certain job, "I'm glad someone's thinking around here", on some design I was working on. Herman Klemm was of German descent which caused discrimination problems for him prior to and during WW II. This time he put me on the new project "Mars" flying boat, with Ralph Bell and a couple of others. I was one of the first on the early design and layout of the structure for the "Martin Mars", January '39. Now only two of the four built remain, and very active up British Columbia way fighting fires. Imagine scooping up 30 tons of water. I was on the project from the beginning, maybe first half-dozen engineers starting about January '39. I started out by laying out structural and floor plans for the double deck. I was one of the first on the early design and layout of the structure for the "Martin Mars", January '39.
A good article covering late history and use of "Mars" is on page 51 of Smithsonian's Air and Space, October/November '93. The survivors now water bombers in Canada. So huge (the wing depth was such that a mechanic could work on the engines from within) the engines can be serviced inside the wing. Also worked on the plywood scaled down model and full size model of the gull-wing flying boat, later turned over to the Coast Guard.
In 1941 as war progressed in Europe, it was pretty evident that we'd soon be involved. If so, I didn't want to be on the east coast. By now my brother, "Mose", was with Lockheed, in Burbank, California. With some influence and a word from Lockheed, I decided to move west, the family to follow at the end of the school year. Taking off from Washington, DC in an American Airline DC-3 we had a stormy flight, landing in Tennessee and Little Rock. Overnight stay in Fort Worth with some sort of plane trouble. Expense and telegram to "Mose" on delay to Lockheed Airport furnished by the airline. Hired by Lockheed (in Vega Aircraft) in the engineering department on the Hudson bomber, or bomber for Britain.
The two Gross brothers, Robert and Courtland, were presidents of Lockheed and Vega. Later, on retirement, Robert was shot (in Boston, I think) on surprising robbers at his home.
I started with Vega checking design and drawings for the Hudson, before consolidating with Lockheed. In both companies we had Engineering Unions, Masonic Clubs and Rifle and Pistol Clubs. As each candidate was admitted to a neighboring Masonic Lodge, a team of Lockheed members (or Vega) followed him through the various degrees. During the war, engineers were hard to come by so Lockheed set up a school to train candidates for engineering jobs. On a couple of occasions, I was chosen as instructor, later as administrator of our department. Had quite a few women in engineering, some from Walt Disney's. Some called me "Father Confessor", having a sympathetic ear?
As war progressed, a large covering of country scene was put over the whole area and all plant windows painted black. Like working in a cave. All safety precautions taken along the coast and inland. Even so, submarines worked along the coast. A constant reminder of war as casualties struck home among employees and service personnel circulated at the airport (now Hollywood/Burbank) next door.