MANAGEMENT IN AVIATION HISTORY BENCH MARKS
by government and military safety investigation groups.” At the onset of WWII, Lederer’s
expertise was utilized as director of the Airlines War Training Institute’s program training thousands of pilots and mechanics. After the war ended Lederer formed what would later become the Flight Safety Foundation, a non-profi t organization which integrated international safety programs, and which distributed the fi rst publications of his Mechanics Creed. In 1967 Lederer was asked to form and direct NASA’s fi rst offi ce for safety. In 1972, Lederer served as an ad hoc advisor on many safety programs, and taught safety management classes at the University of Southern California. In his later years, and offi cially retired, Lederer contributed for decades
as an advocate for recognizing and fi xing potential human or mechanical problem aff ecting safe fl ight. The man who loved aviation, his family, and a long canoe paddle, died at age 101.
THE LONE EAGLE AT
ROOSEVELT FIELD In his book, “The Spirit of St. Louis,” Charles Lindbergh often mentions the designers and mechanics he knew that built and repaired aircraft. After he had committed to making the trans-Atlantic solo fl ight, Lindbergh was in constant communication with the Ryan factory in San Diego and subcontractors, like the Wright Aeronautical Company which made the 9-cylinder, 220 hp Whirlwind engine he would depend upon. Lindbergh fl ew the Spirit from California to meet with some of
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his fi nancial backers in Missouri before landing in New York. The trans-continental fl ight proved that Lindbergh, and his monoplane, were serious contenders to successfully cross the Atlantic and claim the $25,000 Orteig Prize which had originally been off ered in 1919. On May 12, 1927, Lindbergh landed the Spirit at Curtiss Field adjacent to Roosevelt Field, where a throng of spectators come dangerously close to his prop. “I shouted at them to keep clear of the prop,” writes Lindbergh, “but no one pays attention.” Finally, to his relief an accident is averted. “Several mechanics come out to guard my propeller and led me to a place on the line in front of one of the hangars. I cut the switches, and someone chocks my wheels.” Safely in the hands of the airport manager, Lindbergh and the Spirit encountered reporters, curious spectators, and fellow aviators who also planned to make the fl ight. Among the famous fl iers with varying types of aircraft and crew were Americans Bert Acosta (who joined with Admiral Byrd); Clarence Chamberlin; and the French team of Nungesser and Coli. Tragedy eventually claimed all of their attempts.
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ARE THERE MECHANICS HERE? The Curtiss mechanics at the airfi elds that week were assigned the task of assisting all of the competitors, with equal professional diligence. Spotting a crack in the Spirit’s spinner, the Curtiss mechanics made a new one overnight, for free. Although Curtiss and Wright companies were competitors, there was no hesitation to help the Wright- powered Spirit. “It is extraordinary!” writes the Lone Eagle who marveled at the overall cooperation and support off ered towards his success. Federal regulations required lights for night-fl ying, but Lindbergh had removed them to eliminate added
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