The Waterbury Democrat., 1944-03-11

As 8 result, there has been a battle between the company and plane inspectors, with the latter determined to keep defective planes from reaching the Army.
 So far, according to the Army investigators, no defective planes have reached the men flying at the front.
 However, one chief inspector em- ployed by the North American company resigned in disgust after registering vigorous protests.
 The inspector is Verne T. Irons of Irving, Texas, who, after 10 years flying experience with IVA and the 4-engine pilot training school at Albuquerque, joined the North American plant at Dallas in August, 1942. In December, 1942, he was given the title of superintendent of B flight tests and chief test pilot.
 In the early part of 1943, the first BIAS produced at Dallas be- gan to come off the aSsemly line. In sworn affidavit, Irons has stated thatt ne first plane was produced in fast time and eff ficiently. But, he continued, "the records will reveal it was several weeks before airplane No. 2 was completed for flight. Succeeding planes grew worse, due to poor workmanship, incompetent super vision and lack of inspection" WRONG RIVETS USED
 "On airplane No. f." Irons stated, several thousand rivets of the wrong type were used in the Iaain center section of the airplane, through lack of competent inspec- tion. This was not discovered un- til the center section was practi- cally complete. These riVets were removed and replaced. In this operation, the center section was twisted several inches out of align ment. Every time this condition was mentioned to the top supervis- ory and management officials, they would immediately inform me to shut up and say nothing.
 Tn my position as chief test pilot, I was forced to fly this airplane against my better judgment. Immediately upon takeoff, the airplane started vicious roll, and only with the help of the cO-pilOt on the cOn- trolS did we avert disaster. The airpIane was returned to the field, and immediately con- tacted MT. ID. M. SmetOn, gen. eral superintendent of the B plant. He said: Don't tell any body about 1t. We'll see if we can't rig this condition out of the airplane.'
 "Whereupon the control sur- faces of this airplane were rigged to make 1t fly straight and level. This condition caused severe strain and. stresses on the control me- chanlsm, which, in my opinion, was serious flight hazard. was instructed to sign 1t off as OK and to shut up about it.
 "By the time airplane No. 20 came out of the factory, there were from four to seven hundred defects which required several thousand man hours to correct be- fore the planes were aicworthy This condition has constantly grown worse until, on Jan. l, 1944, there are dozens of airplanes standing on the west rann. SO badly mutilated that 1t will be many weeks before these planes can be repaired and delivered. PUSH FEM OUT REGARDLESS
 "The company'S policy as fostered by the management, has been push them out of the door and ieliver regardless of their condi- tion.' For several weeks, would return to the assembly line a list of the most common defects in an ,ffort to correct this situation. The management always gave me the answer that they were building he planes and 1t was up to me to fly them.
 "NOt one single airplane has come from the final production line to the flight test depart
 ment with a satisfactory landing gear. Upon the request of MT.
 w. L. Landers, night general superintendent, that I loan him one of my key men to serve on
 final assembly in the landing