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Barons of the Sky Hardcover – January 1, 1991
- Print length366 pages
- LanguageEnglish
- PublisherSimon & Schuster
- Publication dateJanuary 1, 1991
- Dimensions1.3 x 6.6 x 9.5 inches
- ISBN-100671667262
- ISBN-13978-0671667269
Editorial Reviews
From Publishers Weekly
Copyright 1991 Reed Business Information, Inc.
From Library Journal
- William A. McIntyre, New Hampshire Technical Coll. L.R.C., Nashua
Copyright 1991 Reed Business Information, Inc.
From Kirkus Reviews
Product details
- Publisher : Simon & Schuster; First Edition (January 1, 1991)
- Language : English
- Hardcover : 366 pages
- ISBN-10 : 0671667262
- ISBN-13 : 978-0671667269
- Item Weight : 1.5 pounds
- Dimensions : 1.3 x 6.6 x 9.5 inches
- Best Sellers Rank: #2,114,381 in Books (See Top 100 in Books)
- #751 in Astronautics & Space Flight
- #842 in Military Technology
- #2,038 in Aeronautics & Astronautics (Books)
- Customer Reviews:
About the author

Wayne Biddle was born in Baltimore and educated at Cornell, where he was an undergraduate in the school of electrical engineering and a graduate student in the English department's master of fine arts program. He has been a contributing editor at Harper's magazine, a reporter for The New York Times (where he won a Pulitzer prize for writing about the "Star Wars" anti-missile system), and a visiting professor at the Technical University in Berlin. From 1998 to 2019 he was a member of the Writing Seminars faculty at Johns Hopkins University. He has received fellowships and awards from the National Endowment for the Arts, the Smithsonian Institution, the Alicia Patterson Foundation, the American Medical Writers Association, the Fine Arts Work Center in Provincetown, the National Press Club, and the Newspaper Guild of New York.
Visit his website at waynebiddle.com
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I have other books on Lockheed and Douglas, but there isn't much written on the Martin company or its founder, Glenn Martin.
He examines each of the firms from the days when any aircraft was a novelty, through the growth of the industry through World War II when the firms employed tens of thousands.
However, being a New York Times reporter without a solid grounding in aviation history, his lack of aircraft knowledge becomes readily apparent by not placing the aircraft and their increasing technology into context. To his credit, he detail the then-sizable large development cost of the Lockheed Electra and the financial burden it placed on the young company. However, later, he fails to give Douglas and Lockheed credit for the private financing of the DC-4/6 and Constallation airliners. He gives the reader the impression that they were funded by the military during WWII, when in fact both were developed with company funds before the war. Yes, the firms made money by selling the aircraft to the military in the conflict, but they were not developed on the military's "dime". He simply fails to mention the risks the contractors took in developing aircraft on "speculation"
As you'd expect from a Times writer who made his name attacking Reagan-era defense programs, he's too quick to attribute the firms desire to remain in business with "greed". Biddle's lack of basic objectivity also shows when he can't help but insert the word "Weapon" into the phrase "Aerospace industry" despite the fact that one of the firms (Lockheed) profiled didn't get into the military aircraft business until the Second World War. He tries to distance himself from those in the 20s and 30 s who called the plane builders "merchants of death", but his overall tone makes it clear pretty what his thesis was in writing the book.
Another example of subtle bias comes when he's quick to identify Coolidge's Republican party affiliation (pg. 145), while never mentioning Woodrow Wilson's party while discussing the waste and collusion rampant in WWI production contracts. He's particularly critical of the government decision (albeit aided by newly placed officials who came from the ranks of the auto industry) to put large airplane and engine contracts with the auto industry. However, I'm not sure there was a "smoking gun" about those contracts, since aviation was the latest mechanized industry. Put yourself in the place of the government at the time. You suddenly needed vast quantities of engines and aircraft. Who better to produce them than an industry with experience in mass production of similar materials? After all, they alone in the period had the capability to mass produce engines and aircraft. Certainly, many if the aircraft builders were small almost cottage-like firms, incapable of rapid expansion. Instead of exploring that basic issue, he just assumes that it was a result of backroom deals.
Again, the democrat President is unmentioned in the overall indictment of the period.
He doesn't stop at using assumptions to paint an unflattering portrait of the industry, on page 169, he stops just short of libeling future Air Corp Chief, "Hap" Arnold by suggesting he ordered a test pilot to bail out of a Detroit-Lockheed fighter prototype when the landing gear wouldn't lower, thus dooming the firm because it was an "economically and politically weak" manufacturer. Those with a technical knowledge or background in aviation know that landing a high performance aircraft with one wheel up and the other down can be tricky...the speeds involved can cause the plane to cartwheel. Instead, Biddle suggests Arnold's order had everything to do with politics while not even mentioning the safety implications. He suggests the aircraft itself was outstanding...while not mentioning the fact it was powered by a soon to be obsolete water-cooled engine.
In short, the author is always quick to ascribe dubious motives for actions by the builders and military.
In 1947, President Truman formed a bi-partisan political-industrial council to examine the future of the aircraft industry. During the war, aircraft had become so complex and expensive that it was unreasonable to expect manufacturers to resort to civil aircraft for their business and be able to produce war-winning types at a moment notice during crisis. The Finletter Commission suggested the government support the industry with proactive defense contracts...what we'd today call maintaining the "industrial base".
Biddle finds fault with that, saying that since the commission preceded the cold war events that are usually associated with the buildup of military power (i.e. the Berlin blockade and Eastern Europe becoming Soviet satellite states) suggests "a more mercantile context for the cold war than is usually accepted" (Pg.298). He doesn't consider that the commission came to its conclusions honestly, based on East-West tensions that were visible long before the report was issued. No, it HAD to be greed in his estimation.
Biddle even finds time to explore the sex lives of the industry heads....Donald Douglas' long term affair, and poses polite questions about Martin's sexuality while giving details of their homes and automobiles...broadly suggesting that ALL were paid for by taxpayers. He makes it clear that Martin's yacht was carried on the company books, but he doesn't make the case for Martin's Stutz luxury cars (which are mentioned on several occasions) or when discussing the lifestyles and homes of Douglas or Lockheed's presidents. Overall, it comes across like damning by association.
Obviously whenever the government opens its checkbooks for any program, military or social, there is a chance for abuse. That's especially true when industries are pushing the "state of the art" under wartime pressures. Program costs are bound to rise, as new problems arise, each requiring a new (often high-tech) solution. Comparison shopping is not a priority when fighting men need the "latest and greatest" in order to survive.
As I said at the beginning of this review, there is a lot of good information here, too bad the author saw his role in writing the book as more of a crusading journalist rather than an impartial historian.
Read the book, but be aware of the subtle...and occasional not so subtle...biases at play within the pages.
