Willow Run: Ford Motor Company Aircraft Plant

Ford Motor Company Willow Run Airplane Plant.

Willow Run, also known as Air Force Plant 31, was a manufacturing complex in Michigan, United States, located between Ypsilanti Township and Belleville, built by the Ford Motor Company to manufacture aircraft, especially the Consolidated B-24 Liberator heavy bomber. Construction of the Willow Run Bomber Plant began in 1940 and was completed in 1942.

Defense Plant

The plant began production in summer 1941; the dedication plaque is dated June 16. The plant initially built components. The aircraft manufacturer Douglas Aircraft, and the B-24's designer, Consolidated Aircraft, assembled the finished airplane. Remote assembly proved problematic, however, and by October 1941 Ford received permission to produce complete Liberators. Willow Run's Liberator assembly line ran until May 1945, building almost half of all the Liberators produced.

military draft each month 8,200 workers drafted into military service

school the Aircraft Apprentice School had up to 8,000 students per week completed training and reported for work

dimensions More than 3,200 feet long and 1,279 feet across at its widest point

subassemblies parts production and subassemblies at almost 1,000 Ford factories and independent suppliers

Airport

Willow Run Airport was built as part of the bomber plant. The airfield passed into civilian hands after the war and is now controlled by Wayne County Airport Authority. Part of the airport complex operated at various times as a research facility affiliated with the University of Michigan, and as a secondary United States Air Force Installation. Willow Run Airport has remained active as a cargo and general aviation airfield. Since 1992, it has been home to the Yankee Air Museum.

Camp Willow Run

Willow Run takes its name from a small tributary of the Huron River that meandered through pastureland fields and woodland along the Wayne–Washtenaw county line until the late 1930s. By the mid-1920s, a local family operating as Quirk Farms had bought the land in Van Buren Township that became the airport. Quirk Farms was purchased by automobile pioneer Henry Ford in 1931. Ford, a keen exponent of the virtues of country living, used it as farmland for a "social engineering" experiment that brought inner-city boys to the Willow Run Camp to learn about farming, nature, and the rural way of life.

The residents of the Willow Run Camp planted, tended, and harvested field crops and collected maple syrup, selling their products at the farm market on the property. In the process, the boys were to learn self-discipline and the values of hard work, and benefit from the fresh air of the country.

Camp Willow Run was for boys age 17–19, mostly sons of dead or disabled WWI vets and those helping to support their families. According to the Benson Ford Research Center, the camp offered:

"...farm training, self-reliance, management, and salesmanship...the boys governed themselves, appointing a foreman and field foreman from their own ranks. They lived in tents, with a mess hall and a chapel on-site, and sold their produce from a roadside stand built by Ford. Boys...had time for recreation as well as work, each camp had a baseball diamond and the boys participated in a softball league, there was also volleyball and handball, movies were shown, and each camp also hosted harvest dances, inviting nearby high school students to join. It appears that Camp Willow Run shut down after the 1941 season with the coming of the bomber plant, many of the boys went to work at the Willow Run village industry plant, and others moved on to the apprentice and trade school."

Chapel of Martha and Mary

Henry and Clara Bryant Ford dedicated a series of churches, the chapels of Martha and Mary as a perpetual tribute to their mothers, Mary Ford and Martha Bryant. The Fords built seven of these: The first at Greenfield Village, Michigan, was completed in 1929. The others, completed in the 1930s, were located in Dearborn, Michigan (site of the Fords' Fair Lane estate); Sudbury, Massachusetts; two in Richmond Hill, Georgia (the Fords' winter home); Macon, Michigan; and Willow Run.

The Willow Run Chapel was the one originally built for Camp Willow Run, and became the place of worship for the Belleville Presbyterian Church in 1979 after a series of handoffs. After the war, Ford sold the chapel to Kaiser-Frazer, who in turn sold it to General Motors as part of the purchase of the Willow Run bomber plant. GM used the building to store files until an undetermined time, where it was sold to the Cherry Hill Baptist Church. When Cherry Hill outgrew the little chapel and decided to build a new church, it sold the chapel to the Belleville Presbyterian Church for one dollar in July 1978.

The Willow Run chapel of Martha and Mary now stands a few miles from where it was originally constructed, on property that used to be owned by Henry Ford's Quirk Farms. Of the seven chapels, this is the only one currently in use as a regular place of worship. It still has the original pews and other furnishings; the only other set in active use belongs to the Greenfield Village chapel.

Factory Construction

Like virtually all of the United States' industrial concerns, Ford Motor Company, by this time under the direction of Henry Ford's only son Edsel, directed its manufacturing output during World War II to Allied war production.

In early 1941 the Federal government established the Liberator Production Pool Program to meet the projected demand for the B-24, and the Ford company, joined the program shortly thereafter. Ford Motor would not only build the bombers, it would supply the airfield as well; the farm at Willow Run was an ideal location for the airfield's runways, being under the personal ownership of Henry Ford (thus solving any land acquisition problem) and sited between the main roads and rail lines connecting Detroit with Ann Arbor and points to the west. Easements were acquired from landowners across the county line in Ypsilanti Township where the Liberator plant (and eventually the airport terminal) would be built.

Although officially retired, Henry Ford still had a say in the company's affairs and refused government financing for Willow Run, preferring to have his company build the factory and sell it to the government, which would lease it back to the company for the duration of the war. Ford Motor was to have first option on the plant after war production ended, an option it ultimately chose not to exercise, although a rumor in Drew Pearson's syndicated column had Ford planning a postwar use as a tractor factory, but that never came to pass. Ford would eventually sell its land to the Reconstruction Finance Corporation's Defense Plant Corporation in July 1944, shortly after the Ford farms were transferred to the company's ownership.

Architect Albert Kahn designed the main structure of the Willow Run bomber plant, which had 3,500,000 square feet (330,000 m2) of factory space, and an aircraft assembly line over a mile (1600 m) long. It was thought to be the largest factory under one roof anywhere in the world. The Willow Run plant featured four large turntables two-thirds of the way along the assembly lines, allowing the B-24 production lines to make a 90° turn before continuing to final assembly. According to legend, this arrangement allowed the company to pay taxes on the entire plant (and its equipment) to Washtenaw County, and avoid the higher taxes of Wayne County where the airfield is located; overhead views suggest that avoiding encroachment on the airfield's taxiways was also a motivation.

Employee Housing Crisis

Even with people driving 100 miles or renting every spare room between Ann Arbor and Grosse Pointe, the sheer size of Willow Run led inevitably to a housing shortage. Because of the urgent need for shelter, the Federal Public Housing Administration took action and built temporary housing.

Willow Run Lodge and Village

The resulting housing complexes were built in several different groups. Willow Run Lodge was a series of dormitories for single people and was built on the land north of Michigan Avenue and south of Geddes Road. This covered 90 parcels of land totaling 2,641 acres (1,069 ha).

In February 1943, the first dormitory (Willow Run Lodge) opened, consisted of fifteen buildings containing 1,900 rooms, some single- and others double-occupancy, with room for 3,000 people. Between June and December 1943, construction was completed on temporary "flat-top" buildings providing homes for 2,500 families. This section was known as Willow Run Village. The flat-tops contained four, six, or eight apartments with one, two, or three bedrooms.

Also in the Willow Run Village were the West Court buildings, with peaked rooftops and space for couples or three adults. Of the 1,000 apartments in West Court, some had no bedrooms and were called "zero bedroom" apartments, and the rest had one bedroom. The first of these apartments were ready for occupancy in August 1943. Another large dormitory project, containing 1,960 rooms and known as West Lodge, was also ready for tenants at that time.

By the end of 1943 there were six different temporary projects in the vicinity of Willow Run: two dormitory projects, two trailer projects (one renting trailers, and another for privately owned trailers; each with community laundry, shower, and toilet facilities), and two projects with apartments for couples or families, West Court and the Village. Between them, there was a shelter for more than 15,000 people, roughly the number of people living in Ypsilanti at the time.

Parkridge Homes

In addition to the Willow Run Lodge and Village housing projects, another community named Parkridge Homes was also built in 1943 to house African-American Willow Run employees. Efforts to desegregate Willow Run Lodge and Village and build additional integrated housing were rebuffed by the Detroit Housing Commission and the National Housing Agency, so noted African-American architect Hilyard Robinson was contracted to design an 80-unit community. The housing complex remained in use until 2016 as public housing when it was demolished and rebuilt with new modern units. In May 2017, the Michigan State Historic Preservation Office recognized Parkridge Homes with the unveiling three historic markers signifying the importance to Ypsilanti history.

Also constructed at this time was the Parkridge Community Center.

Sociological Study on Willow Run Housing Crisis

Sociologist and professor Lowell Juilliard Carr and James Edson Stermer of the University of Michigan studied the sociological conditions at Willow Run arising from the wartime surge in the worker population in their book of 1952. They discuss "cultural inadequacy theory", stating that "industrial culture provides no criterion by which either a manufacturer or a government official can determine in advance when a manufacturer should divert his own capital to housing and other community services and when he shall rely on the capital of others for such facilities and services".

Liberator Production

Despite intensive design efforts led by Ford production executive Charles E. Sorensen, the opening of the plant still saw some mismanagement and bungling, and quality was uneven for some time. Although the Ford Trimotor had been a success in the 1920s, the company had since shied away from aviation, and initially, Ford was assigned to provide B-24 components with final assembly performed by Consolidated at its Fort Worth, Texas plant, or by Douglas Aircraft at its Tulsa, Oklahoma, plant. However, in October 1941, Ford received permission from Consolidated and the Army to assemble complete Liberators on its own at its new Willow Run facility. Even then it would take nearly a year before finished Liberators left the factory.

According to Max Wallace, Air Corps Chief, General "Hap" Arnold told Charles Lindbergh, then a consultant at the plant, that "combat squadrons greatly preferred the B-17 bomber to the B-24 because 'when we send the 17's out on a mission, most of them return. But when we send the 24's out, most of them don't.'"

A 1943 committee authorized by Congress to examine problems at the plant issued a highly critical report; the Ford Motor Company had created a production line that too closely resembled an automobile assembly line "despite the warning of many experienced aircraftmen."

Although the jumping of an automotive company into aircraft production posed these quality problems, it also brought remarkable production rates. The plant held the distinction of being the world's largest enclosed "room." The first Ford-built Liberator rolled off the Willow Run line in September 1942; the first series of Willow Run Liberators was the B-24E model.

The Willow Run Plant had many initial startup problems, due primarily to the fact that Ford employees were used to automobile mass production and found it difficult to adapt these techniques to aircraft production. The plant at Willow Run was also beset with labor difficulties, high absentee rates, and rapid employee turnover. The factory was nearly an hour's drive from Detroit, and the imposition of wartime gasoline and tire rationing had made the daily commute difficult. In only one month, Ford had hired 2,900 workers but had lost 3,100.

Also, Henry Ford was cantankerous and rigid in his ways. He was violently anti-union and there were serious labor difficulties, including a massive strike. In addition, Henry Ford refused on principle to hire women. However, he finally relented and did employ "Rosie the Riveters" on his assembly lines, probably more because so many of his potential male workers had been drafted into the military than due to any sudden change of principle on his part.

By autumn 1943, the top leadership role at Willow Run had passed from Charles Sorensen to Mead L. Bricker.

At the request of the government, Ford began to decentralize operations and many parts were assembled at other Ford plants as well as by the company's sub-contractors, with the Willow Run plant concentrating on final aircraft assembly. The bugs were eventually worked out of the manufacturing processes, and by 1944, Ford was rolling a Liberator off the Willow Run production line every 63 minutes, 24 hours a day, 7 days a week.

At its peak monthly production (April, 1944), Willow Run produced 428 B-24s with highest production listed as 100 completed bombers flying away from Willow Run between April 24 and April 26, 1944. By 1945, Ford produced 70% of the B-24s in two 9-hour shifts. Ford built 6,972 of the 18,482 total B-24s and produced ‘knock down’ kits for 1,893 more to be assembled by Consolidated in Ft. Worth, TX and Douglas Aircraft in Tulsa, OK. The B-24 holds the distinction of being the most produced heavy bomber in history.

Army Air Forces Support and Post-production Activities

After their manufacture, the next step in the process was the delivery of the aircraft to the operational squadrons. This was done at Willow Run by 1st Concentration Command (1st CC). The 1st CC was responsible for completing the organization and equipment of tactical and combat bombardment squadrons prior to their deployment to the overseas combat theaters. It also provided a final inspection of the aircraft and made any appropriate final changes; i.e., install long-range fuel tanks, remove unnecessary equipment, and give it a final flight safety test.

While the planes were being serviced and made ready for overseas movement, personnel for these planes were also being processed. Pilots, co-pilots, navigators and crew chiefs were assigned as a crew for each aircraft, sleeping on 1,300 cots as they waited for the B-24s to roll off the assembly line. Paperwork was handled, necessary specific B-24 life support equipment was issued and some technical training for supporting the aircraft accomplished.

Once production began, it became difficult to introduce changes dictated by field experience in the various overseas theaters onto the production line in a timely fashion. Consequently, newly constructed Liberators needed modifications for the specific geographic areas they were to be flown in combat. For this reason, a series of Air Technical Service Command modification centers were established for the incorporation of these required theater changes into new Liberators following their manufacture and assignments. There were seven known modification centers: the Birmingham Air Depot in Alabama; Consolidated's Fort Worth plant, the Oklahoma City Air Materiel Center at Tinker Field, the Tucson Modification Center at Tucson International Airport; the Northwest Airlines Depot in Minneapolis; the, Martin-Omaha manufacturing plant, and the Hawaiian Air Depot at Hickam Field. The Birmingham Air Depot's primary mission was modifying Liberators from Willow Run.

Liberator Variants Produced at Willow Run

The B-24E was the first variant for primary manufacture at Willow Run. Ford built 490 complete planes and supplied B-24E components as kits that could be trucked for final assembly at Consolidated in Fort Worth and Douglas in Tulsa, 144 and 167 kits respectively.

B-24Es built and fully assembled at Ford were designated B-24E-FO; those assembled at Tulsa and Fort Worth out of parts supplied by Ford were designated B-24E-DT and B-24E-CF respectively. Because of production delays the B-24Es produced at Willow Run were, generally, obsolete by the time they came off the production lines, and most were relegated to training roles in the United States and hence few ever saw combat.

The B-24H was the first variant produced by Ford at Willow Run in large numbers that went into combat. The B-24H differed from earlier B-24s by having a nose turret, the Emerson Electric A-15, to increase defensive firepower. Due to the many structural changes required the first B-24Hs were delivered slightly behind schedule, with the first machines rolling off the production lines at Ford in late June 1943. Production for the B-24H at Willow Run was 1,780 aircraft.

Upon the introduction of the B-24J, all three of the Liberator manufacturing plants converted to the production of this version. The B-24J incorporated a hydraulically driven tail turret and other defensive armament modifications in the nose of the aircraft. The bomber plant produced its first B-24J in April 1944; 1587 were built at Willow Run.

During June 1944, the Army determined that the San Diego and Willow Run plants would be capable of meeting all future requirements for Liberator production. The Boeing B-29 Superfortress was taking over the long-range bombing role in the Pacific Theater and no new B-24 units were programmed for deployment in the other combat theaters of Europe, the Mediterranean or in the China Burma India.

The B-24L was the first product of the new, downsized Liberator production pool. It was an attempt to reverse the trend toward ever-increasing weight of the Liberator as more and more armament, equipment, and armor had been added, with no corresponding increase in engine power. With the weight reduction measures and more powerful engines, it also had a much longer range than earlier models. 1,250 B-24L aircraft were built at Willow Run.

The B-24M was the last large-scale production variant of the Liberator. Apart from a new tail turret, the B-24M differed little from the B-24L. The first B-24Ms were delivered in October 1944, and by the end of its production in 1945, Willow Run had built 1677; a further 124 B-24Ms to be built by Ford were cancelled before delivery.

Ford had switched over to the single-tailed B-24N in May 1945, but the end of the war in Europe in the same month brought a rapid end to Liberator production; the contract with Ford was officially terminated on 31 May 1945. Orders for 5,168 unbuilt B-24N bombers were cancelled and only seven 'pre-production' YB-24N were built by Ford. Liberator production at Willow Run ended June 1945.

Post-war Conversion

Although Ford had an option to purchase the plant once it was no longer needed for war production, the company declined to exercise it, and ended its association with Willow Run.

Kaiser

After Ford declined to purchase the plant, it was sold to the Kaiser-Frazer Corporation, a partnership of construction and shipbuilding magnate Henry J. Kaiser and Graham-Paige executive Joseph W. Frazer. The plant produced both Kaiser and Frazer automobile models, including the compact Henry J, which with minor differences was also sold through Sears-Roebuck as the Allstate.

Willow Run produced 739,000 cars as part of Kaiser-Frazer and Kaiser Motors, from 1947 through 1953, when after years of losses, the company (now called Kaiser Motors after Frazer's exit from the partnership) purchased Willys-Overland and began moving its production at Willow Run to the Willys plant in Toledo, Ohio.

As the US Air Force struggled to expand its airlift capacity during the Korean War, Kaiser-Frazer built C-119 Flying Boxcar cargo planes at Willow Run under license from Fairchild Aircraft, producing an estimated 88 C-119s between 1951 and 1953. Kaiser bought half of the Chase Aircraft company in order to access the military contract for the C-123 Provider transport aircraft. Senate hearings into the C-119 production by Kaiser found that the Kaiser aircraft were costing far more than Fairchild's. C-123 contracts were cancelled by the USAAF and the only airframes built were scrapped.

General Motors Operations

Later in 1953, after a fire on August 12 destroyed General Motors' Detroit Transmission factory in Livonia, Michigan, the Willow Run complex was first leased and then later sold to GM. The salvaged Hydramatic transmission tooling and machinery relocated to Willow Run and were back in production just nine weeks after the fire.

Over the years, GM expanded the bomber plant by roughly half, into a nearly 5,000,000 square feet (460,000 m2) GM Powertrain factory and engineering center. A parcel of land to the south of Powertrain was set aside for assembly operations that began in 1959, with a Fisher Body plant that built bodies for the Chevrolet models assembled there, including the Corvair and Nova. In 1968, General Motors began reorganizing its body and assembly operations into the GM Assembly Division (GMAD). GMAD required 16 years to completely absorb Fisher Body's operations, and Fisher would manufacture bodies at Willow Run Assembly until the 1970s; vehicles would roll off the line there until 1992.

In addition to making automatic transmissions, Willow Run Transmission also produced the M16A1 rifle and the M39A1 20mm autocannon for the US military during the Vietnam War.

By the time General Motors entered bankruptcy in 2009, manufacturing and assembly operations at Willow Run had dwindled to almost nothing; the GM Powertrain plant closed in December 2010 and the complex passed into the control of the RACER Trust, which is charged with cleaning up, positioning for redevelopment and ultimately, selling properties of the former General Motors.

MARC and Willow Run Laboratories

On the other side of the airport from the assembly plant were a group of World War II hangars, which were sold to the University of Michigan in 1946. The university operated the Michigan Aeronautical Research Center (MARC), later known as Willow Run Laboratories (WRL), from 1946 to 1972. MARC and WRL produced innovations, including the first ruby laser and operation of the ruby maser, as well as early research into antiballistic missile defense and advanced remote sensing.

In 1972, the university spun off WRL into the Environmental Research Institute of Michigan, which eventually left Willow Run for offices in Ann Arbor.

Postwar

Ford built the factory and sold it to the government, then leased it back for the duration of the war. When Ford declined to purchase the facility after the war, Kaiser-Frazer Corporation gained ownership, and in 1953 Ford's rival General Motors took ownership and operated the factory as Willow Run Transmission until 2010. Willow Run Assembly operated from 1959 to 1992 on a parcel to the south of the airport. The Fisher Body division also operated at Willow Run Assembly until its operations were assumed by the GM Assembly Division in the 1970s. In 2009, General Motors announced that it would shut down all operations at the GM Powertrain plant and engineering center in the coming year.

Since the 2010 closure of Willow Run Transmission, the factory complex has been managed by the RACER Trust, which controls the properties of the former General Motors. In 2011, A.E. Equities Group Holdings offered to buy the former Powertrain plant from the RACER Trust. In April 2013, a redevelopment manager for the RACER Trust said unused portions of the powertrain plant would likely be razed as a step toward redeveloping the property. Indeed, the majority of the plant was demolished in late 2013 and early 2014. In 2014, the Yankee Air Museum moved into the bomber factory.

In November 2016, RACER Trust sold Willow Run to an entity created by the State of Michigan, which leases the property to the American Center for Mobility (AMC).

The Willow Run complex has given its name to a community on the east side of Ypsilanti, defined roughly by the boundaries of the former Willow Run Community School District.

Redevelopment Efforts and the Yankee Air Museum

The airfield, owned by the Wayne County Airport Authority since 2004, continues to operate as the Willow Run Airport and is primarily used for cargo and general aviation flights. The Yankee Air Museum resides on the airport grounds, occupying as of April 2013 a 47,000-square-foot (4,400 m2) hangar and other properties.

For a period of time before the eventual demolition of Willow Run Assembly, portions were used as a warehouse, about a quarter of which was leased by GM as a facility for parts distribution.

In April 2013, the Detroit Free Press confirmed that the facility's current owner, RACER Trust, was negotiating with the Yankee Air Museum to preserve a small portion of the original bomber plant as a new home for the museum. Yankee was originally granted until August 2013 (deadline was later extended) to raise the funds needed to purchase and separate a portion of the approximately 5,000,000 sq. ft. building, which later became the GM Powertrain facility. The museum would consolidate operations scattered on various parcels at Willow Run, and the Trust expects to clear the remainder of the plant for redevelopment. The 175,000-square-foot (16,300 m2) portion of the original bomber plant that Yankee seeks to preserve is less than 5% of the massive facility, comprises the end of the former B-24 assembly line at the far eastern edge of the property, and contains the two iconic bay doors from which the finished Consolidated B-24 Liberator bombers exited the plant during World War II.

The campaign to save a portion of Willow Run for the Yankee Air Museum was called SaveTheBomberPlant.org, and is centered on a fundraising website by the same name. The campaign attracted national, and even international, attention from media outlets that include many major news dailies in the US as well as National Public Radio, The History Channel magazine, National Geographic TV, The Guardian and the Daily Mail, the latter two of the UK.

Building owner RACER Trust extended the original fundraising deadline (August 1, 2013) a total of three times since the Yankee Air Museum launched its SaveTheBomberPlant.org campaign. The first two extensions were to October 1, 2013, and then to November 1, 2013. On October 26, 2013, RACER Trust and the Yankee Air Museum again reached a third, and final, deadline extension agreement that gave Yankee until May 1, 2014, to raise the $8 million estimated as necessary to secure, enclose and preserve a portion of the original Willow Run plant for the Yankee Air Museum. The majority of the $8 million goal reflects separation costs to make the preserved portion of the plant viable as a standalone structure. RACER Trust has been supportive of the campaign, even reconfiguring engineering and demolition plans to save cost for the museum.

By the May 1, 2014, deadline, the Yankee Air Museum had raised over $7 million of its original $8 million fundraising goal, which was enough to enable the building's owners to move forward with signing a Purchase Agreement with Yankee, with the actual purchase expected to be finalized in late summer or fall of 2014.

Meanwhile, the remaining portion of the Willow Run property, which includes over 95% of the historic original bomber plant building, was optioned to Walbridge, Inc., for redevelopment as a connected car research and test facility. The option to Walbridge has since lapsed and the property remains available for purchase and redevelopment.

Decommission and Demolition

Michigan Live reporter Amy Biolchini toured the empty Willow Run facility in early 2013, observing:

Every fluorescent light bulb in the plant must be taken out before the building can be torn down. In some places, the bulbs had been simply painted over and left in their sockets as GM quickly re-tooled assembly lines.... The plant was originally designed to be able to continue to operate if parts of it were ever bombed—which resulted in dedicated water, compressed air and gas lines to different areas of the building."

Part of the tour led them to a hidden room within the facility:

Named "Lily's Pad", the break spot was equipped with posters that catered to the male fantasy, an air conditioning unit, rope lights, a TV and a list of restaurant takeout phone numbers.

Demolition of the majority of the Willow Run facility began in December 2013. The Yankee Air Museum was able to gain control of approximately 144,900 square feet of the plant, and plans to develop a permanent home for the museum. By mid-2014, the majority of the facility had been demolished and cleared.

Bibliography

Baime, A.J. The Arsenal of Democracy: FDR, Detroit, and an Epic Quest to Arm an America at War (2014) excerpt and text search

Hyde, Charles K. Arsenal of Democracy: The American Automobile Industry in World War II (2013)

Peterson, Sarah Jo (2013). Planning the Home Front: Building Bombers and Communities at Willow Run. Chicago: University of Chicago Press.

Sorensen, Charles E. (1956), My Forty Years with Ford, New York: W. W. Norton.

 

Charles Sorensen and others viewing a scale model of the Willow Run Bomber Plant, July 1941. Ford Motor Company's ambitious proposal to build B-24 bomber airplanes, for the Allied effort in World War II, required meticulous planning. Ford production head Charles Sorensen and his team laid out the Willow Run plant's machinery with the aid of a 1:98-scale model. Careful placement of equipment and work stations along the twin assembly lines ensured maximum efficiency.

Willow Run plant under construction, 1940. With nearly 5 million square feet, the factory was touted as the largest single-story building in the world at the time.

Willow Run bomber plant beginning construction, 1940.

Henry Ford at the Willow Run Bomber Plant construction Site, 1941. Designed by renowned industrial architect Albert Kahn for Henry Ford's Ford Motor Company, Willow Run was built for the mass production of World War II B-24 bombers. By the end of 1944, the Ypsilanti, Michigan, factory was producing 650 B-24 Liberators every month. Willow Run closed in 1945, but only after adding 8,685 bombers to the war effort.

Building the Willow Run bomber plant, circa 1941.

Interior of the Ford Willow Run bomber plant during construction, 1941.

Portrait of Edsel Ford by Pirie MacDonald, 1934. Edsel Ford, the only child of Henry and Clara Ford, was president of Ford Motor Company from 1919 to 1943. Among his important contributions to the company were his management of the Rouge plant's construction, his championing of the Model A, and his direction in designing Lincoln automobiles. Ford's philanthropic efforts included significant gifts to the Detroit Institute of Arts.

Edsel Ford, center, with the War Board Chief, Willow Run.

Crowd at dedication of Tri-Level Highway Overpass, Willow Run, Michigan, 1942. Built by Ford Motor Company to mass produce World War II B-24 bombers, Willow Run was more than 20 miles from Detroit. To connect the plant with existing roadways, workers rapidly constructed a new expressway with state-of-the-art grade separations. Crowds celebrated the highway's momentous completion - one of many urgent wartime defense preparations - at this dedication ceremony in 1942.

Tri-level highway overpasses at Willow Run, 1944. 

Workers arriving and departing by bus at Willow Run Bomber Plant, 1942. Getting workers to and from Ford Motor Company's Willow Run bomber plant, 35 miles west of Detroit, was a significant challenge -- especially when wartime gas and tire rationing discouraged commuting by car. Buses offered a practical solution. Public bus lines operated 35 daily trips to the plant from Detroit, while private carriers operated another 130.

Employees in classroom at the Willow Run Bomber Plant, 1942. At its peak, Ford Motor Company's Willow Run plant employed more than 42,000 people who produced one bomber airplane every 63 minutes. The plant's five million square feet of roofed workspace incorporated everything needed to train and care for its workforce, including classrooms, a hospital, a commercial kitchen, and a cafeteria.

B-24 fuselage assembly line, Willow Run Bomber Plant, 1942. At Willow Run, Ford Motor Company built B-24 bomber planes for World War II using automobile mass production techniques. Airplanes were much more complex than cars. They required constant design changes poorly suited to a standardized assembly line. Ford overcame these difficulties and, at the plant's peak, Willow Run crews produced an average of one bomber every 63 minutes.

B-24 engine assembly line, Willow Run bomber plant, 1942.

Engine mechanics learning the workings of the Pratt & Whitney engine, Willow Run apprentice school, 1942.

Assembling B-24 cockpit cover, Willow Run, 1942.

Henry Ford and President Franklin Roosevelt touring the Willow Run bomber plant, September 18, 1942. President Franklin D. Roosevelt and First Lady Eleanor Roosevelt visited Ford Motor Company's Willow Run bomber plant on September 18, 1942. The Roosevelts, accompanied by Henry Ford, Edsel Ford, and Charles Sorensen -- the production manager behind Willow Run's success -- toured the plant's massive interior in "Sunshine Special," the president's 1939 Lincoln limousine.

President and Mrs. Roosevelt in the rear seat with Henry Ford, Charles Sorensen and Edsel Ford in the middle seat with an unidentified man, and Secret Service detail, Willow Run, 1942.

Franklin Delano Roosevelt in the Sunshine Special leading a parade of cars at Willow Run airfield, September 18, 1942. Aircraft include from left to right: B-24, B-26, P-47, B-17, B-25.

The first Ford-built B-24 Liberator in final assembly at the Willow Run Airplane Plant, 12 May 1942.

B-24E-1-FO Liberator 42-6976, the first B-24 heavy bomber to come off the assembly line at Willow Run, 15 May 1942.

B-24E-1-FO Liberator 42-6976, the first B-24 heavy bomber to come off the assembly line at Willow Run, 15 May 1942. 

Senator Harry S. Truman and Ford Executive Charles Sorensen with B-24 Liberator at Willow Run bomber plant. Missouri Senator Harry S. Truman visited Ford Motor Company's Willow Run bomber plant April 30, 1942. Truman headed the Senate Special Committee to Investigate the National Defense Program, which probed waste and profiteering in United States war production work. Ford production head Charles Sorensen was largely responsible for Willow Run's success. At its peak, the plant built one bomber every 63 minutes.

Chefs preparing food at Willow Run bomber plant kitchen, 1942. At its peak, Ford Motor Company's Willow Run plant employed more than 42,000 people who produced one bomber airplane every 63 minutes. The plant's five million square feet of roofed workspace incorporated everything needed to train and care for its workforce, including classrooms, a hospital, a commercial kitchen, and a cafeteria.

Hangar hospital, Willow Run bomber plant, 1942.

Employees assembling bomber at Willow Run plant, March 1943. Women represented approximately one-third of the workers at Ford Motor Company's Willow Run plant during World War II. Women did everything from clerical work in the offices to riveting and welding on the assembly line. Labor shortages made women essential to war industries, and the government actively recruited them to join the workforce.

Working on a Pratt & Whitney engine at the apprentice school, Willow Run, 1943.

B-24 bomber assemblies being loaded into a trailer, Willow Run bomber plant, circa 1943. Not every B-24 bomber built at Ford Motor Company's Willow Run plant left the facility as a completed airplane. Some 1,800 bombers were sent as partially assembled kits to Consolidated Aircraft Corporation in Fort Worth, Texas, or Douglas Aircraft in Tulsa, Oklahoma. The components for each plane were packed into two specially designed semi-trailers for transport to these final assembly plants.

E & L Transport Company moving van, Willow Run, 1943. 

Diagram of major assemblies of B-24 from Willow Run bomber plant manual, 1943-1944. This manual documents the carefully planned assembly process that allowed complex bombers to be built using the same mass production techniques Ford pioneered for its automobiles.

Subassemblies of B-24 Liberator, Willow Run plant, March 1943.

Subassemblies of B-24 Liberator, Willow Run plant, March 1943.

Subassemblies of B-24 Liberator, Willow Run plant, March 1943.

Subassemblies of B-24 Liberator, Willow Run plant, March 1943.

Jeannette MacDonald signing a Liberator B-24, Willow Run, March 1943. 

B-24 bomber wing assembly, Ford Motor Company’s Willow Run plant, 1944.

Women riveters at Willow Run bomber plant, Michigan, 1944.

Employee handling the material flow for the B-24 bomber, Willow Run bomber plant, 1944. Women represented approximately one-third of the workers at Ford Motor Company's Willow Run plant during World War II. Women did everything from clerical work in the offices to riveting and welding on the assembly line. Labor shortages made women essential to war industries, and the government actively recruited them to join the workforce.

Baseball game at Willow Run bomber plant recreation field, September 1944. Opportunities for recreation were essential to maintaining morale among Willow Run's employees, who worked long shifts under constant pressure to meet wartime production goals. To ease the strain, the plant offered organized leagues for baseball, bowling, golf, and other sports.

Comparing cast and welded part with pieced and riveted part to improve production, Willow Run bomber plant, 1944. The American automobile industry's greatest contribution to the World War II effort, apart from the sheer scale of its work, was its technical expertise in quantity manufacturing. Automakers refined the smallest details in an item to increase the speed with which it could be made. That knowledge was reflected in everything auto companies produced during the war, from helmets to helicopters. 

Willow Run Plant layout, circa 1944.

Flow chart for B-24 production at the Willow Run Bomber Plant, 1944.

Willow Run Lodge, housing for Willow Run Bomber Plant workers, 1945. The Willow Run area wasn't prepared to house many of the 42,000 workers who arrived when Ford Motor Company established its bomber plant there during World War II. In response, the federal government built Willow Run Lodge, an on-site dormitory complex that could accommodate 3,000 single women and men; and Willow Run Village, with 2,500 family housing units. 

Aerial view of the Ford Motor Company Willow Run Bomber Plant, September 1945. The complex consisted of several factory buildings (including a main assembly building more than a mile long), classrooms, a hospital, and worker housing. An adjacent airport, with six runways and three hangars, allowed finished airplanes to leave the plant under their own power.

Ford institutional advertisement on the B-24 bomber, "Watch the Fords Go By!" Ford Motor Company built everything from jeeps to gliders during World War II, but its most dramatic manufacturing effort involved B-24 bomber planes. Ford adapted its mass production techniques to aircraft construction at the company's massive Willow Run plant. There were many production problems to solve but, by March 1944, Willow Run workers completed one bomber every 63 minutes.

B-24 Liberator, Willow Run, 1943. 

B-24 Liberator, Willow Run, 1943. 

B-24 Liberator, Willow Run, 1943.

B-24 Liberator, Willow Run, 1943.

B-24 Liberator assembly line at Ford Willow Run bomber plant, December 30, 1942.

B-24 bombers on assembly line at Ford Motor Company’s Willow Run bomber plant, January 1943. 

B-24 bombers on assembly line at Ford Motor Company’s Willow Run bomber plant, January 1943. 

B-24E Willow Run Assembly Line, 1942.

Willow Run Assembly Line, March 11, 1943.

B-24E Willow Run Assembly Line, 1942.

The 6,000th B-24 Liberator bomber is hauled out of Willow Run bomber plant, circa September 1944.

Ford’s 6,000th B-24, Willow Run Plant, September 9, 1944.

6,000th B-24 bomber at Ford Motor Company Willow Run plant, September 9, 1944.

Ford’s 6,000th B-24, Willow Run Plant, September 9, 1944, on test flight.

Ford’s 6,000th B-24, Willow Run Plant, September 13, 1944, in flight over Detroit. 

Henry Ford and Henry Ford II with the 5,000th Ford built Liberator, Willow Run, June 29, 1944.

Ford’s 5,000th B-24, Willow Run Plant, June 29, 1944. Henry Ford at right.

The 5,000th B-24 Liberator bomber gets ready for a test run, circa July 1944.

The 5,000th B-24 Liberator bomber gets ready for take-off, Willow Run airfield, circa July 1944. 

Ford’s 8,000th B-24 Libertaor, Willow Run Plant, March 26, 1945.

Ford’s 8,000th B-24 Libertaor, Willow Run Plant, on test flight, March 26, 1945. 

B-24 “The Henry Ford”, Willow Run Plant, 1944.

B-24M-30-FO 44-51928, the last of 8,685 Liberators produced at the Willow Run plant.

The last B-24 built was this B-24M, 44-51928, at the Ford Willow Run plant.

Some of Willow Run's assembly line workers pose with the 7,000th Ford-built B-24 Liberator (s/n 44-50267, known as “The Lucky 7”) to come off the Willow Run line.

B-24 Liberators on Willow Run production line.

B-24 Liberator on airfield for night time test flight, Willow Run plant.

B-24 Liberators on Willow Run assembly line, circa 1944.

B-24 Liberators on Willow Run assembly line, October 10, 1944.

B-24 Liberators on the production line at Willow Run, circa 1944.

B-24 from Willow Run on a test flight.

Aerial view of Willow Run bomber plant and airfield, circa July 1944.

Prototype of a B-24, a YB-34N single tail aircraft, Willow Run airfield, circa 1944.

Prototype of a B-24, a YB-34N single tail aircraft in flight, Willow Run, 1944.

Henry Ford at Willow Run bomber plant, circa 1944.

B-24 Liberator with the 100,000th propeller, Willow Run airfield, circa 1944.

Willow Run bomber plant seen from below a B-24 Liberator bomber, circa 1944.

Building a B-24 Liberator bomber, Willow Run bomber plant, circa 1944.

The 5,000th B-24 Liberator bomber sits on the turntable used to calibrate the compasses, Willow Run bomber plant, circa July 1944.

"War Weary" bombers, Willow Run, June 1945.

"Flak-Shy," Willow Run airfield, June 1945.

"War Weary" bombers, Willow Run, June 1945.

"Classy Chassy," Willow Run airfield, June 1945.

"War Weary" Bombers, Willow Run, June 1945.

B-24 Liberators on the flight line at the Willow Run airfield.

B-24 crash on the apron, Willow Run airfield, 1943.

Workmen installing fuel cells in wings of B-24 bombers, Willow Run, circa 1943.

B-24 Liberator in flight, Willow Run, 1943.

Henry Ford II, Louis B. Mayer (head of Chrysler), K.J. Kellar, Mead L. Bricker, at Willow Run viewing a see-through model of a B-24 Liberator, 1944.

Women test pilots with B-24 Liberator, Willow Run, 1943.

B-24 wing assembly line, Willow Run, 1942.

B-24 wing assembly line, Willow Run, 1942.

B-24 wing assembly line, 1943. In removing the completed B-24 center wing from its 60-foot wide vertical assembly fixture, an overhead bridge structure is rolled back so that a crane can lift the wing and carry it away. This simple arrangement makes it unnecessary to take the 27½-ton fixture apart, and the entire operation of setting up the fixture before starting another wing has been reduced from 250 hours to two minutes. The B-24's center wing section corresponds to the chassis of the automobile in that it is the main structure of the bomber to which all component parts are subsequently added. The finished center wing consists of 6,439 individual parts, fastened together with approximately 78,606 rivets and 1,000 bolts. Its weight as it leaves the fixture is approximately 2 1/4-tons. Completed wings next go on to two horizontal conveyor lines where they are furnished with wiring, tubing, engine mounts, control brackets, gas tanks, superchargers and landing gear.

Working on the vertical center wing assembly for the B-24 bombers, Willow Run, May 12, 1942.

Three different B-24 noses, Willow Run, 1943. The nose on the left shows the design when Willow Run started operations. The center nose has added machine guns. The nose on the right was redesigned by Ford to include a power turret above the bombardier's enclosure.

Four unassembled jettison fuel tanks crated up readying for shipment, for use in B-24 bomber airplanes, Willow Run, 1945.

TA "moto-tug" towing a shiny B-24 bomber plane on the runway apron outside the Willow Run bomber plant, 1944.

Four men under a B-24 bomber wing tip for assembly at the Willow Run bomber plant, 1942.

Center wing sections, each one representing the backbone of a Liberator bomber, are turned out in volume by Ford mass production methods at Willow Run. In these 35 giant 27½-ton vertical assembly fixtures, the largest, heaviest, fastest and most efficient in aircraft history, the working time on every B-24 center wing section has been cut from 13 days to 15 hours. Willow Run, 1942.

A Ford-built Waco CG-13A glider in flight, flying low over a runway after takeoff from the Ford Motor Company's Willow Run bomber plant on June 6, 1944.

Willow Run Village Housing for married couples working at Willow Run, October 1943.

Eddie Rickenbacker meets some of the “Little People” who were hired to work in the  confined spaces of the B-24.

Willow Run bomber plant assembly line, 1944.

Panoramic view of the B-24 final assembly lines, 1944.

Jane Wanley and her sister, Martha Rohder riveting, 1943.

Mrs. Martha Rohder in the empennage stabilizer department, at Willow Run, 1943.

Henry Ford watching women drill and rivet the center wing section of a B-24, 1942.

A section of the B-24 assembly line, 1942.

Spot welding air ducts for the B-24, 1942.

At the Willow Run apprentice school, 1943. Schematic layout of the hydraulic system of the B-24. The men are tracing the tubing and learning how it functions.

Repair bench in a salvage crib, 1942. Damaged purchased finished parts were repaired.

Training class for workers, Willow Run, 1942.

Riveting at the Willow Run training school, 1942.

Willow Run training program, 1942.

Averill Harriman and Donald M. Nelson visiting the Willow Run bomber plant with Henry Ford, 1942. Ernest Kanzler and Harry Bennett are also pictured.

Henry Ford observing workers on the B-24, 1942.

Henry Ford, Harry Bennett and Harry Mack at the Willow Run bomber plant, 1942.

Mrs. Anderson, a worker at the Willow Run bomber plant, waving goodbye to her husband, 1943.

Harry Bennett, M.L. Bricker, General Hap Arnold, Henry Ford, two unknown military men, and Henry Ford II, Willow Run, 1944..

Woman sewing motor covers, Willow Run, 1943.

Women at lunch, Willow Run, 1943.

Payroll department, Ford Motor Co. Willow Run bomber plant, 1943.

Employees modeling different kinds of protective gear, Willow Run, 1943.

B-24 Liberator bombers in flight, Willow Run, 1943.

B-24 Liberator bombers in flight, Willow Run, 1943.

Henry Bedow working inside the wing of a B-24, Willow Run, 1943. A little guy does a big job at Willow Run. A little person, Henry was able to climb around inside the wing of a Liberator.

Air Force technical men learning how the B-24 should be serviced, Willow Run, 1942.

Barracks for Army soldiers at Willow Run airfield, 1943.

Army soldiers and mechanics working on a B-24 engine, Willow Run, 1943.

Army pilot waving to a B-24, Willow Run, 1943.

Christmas in the mess hall, Willow Run, 1943. The Detroit Times donated Christmas gifts for the soldiers.

Cleaning floors at Willow Run, 1943.

Working on the assembly line, Willow Run, 1943.

Playing billiards at Camp Willow Run, 1943.

Adjusting parachutes in a training facility at Camp Willow Run, 1943.

Unpacking in the barracks at Camp Willow Run, 1943.

Library at Willow Run, 1943.

The Mess Hall which doubled as the theatre at Willow Run, 1943.

The theatre which doubled as the mess hall at Willow Run, 1943.

Interior of the mess hall, Willow Run, 1943.

Building 255 at Willow Run used for the training school, 1943.

Building 252 at Willow Run used for the training school, 1943.

Unidentified building used for the training school at Willow Run, 1943.

Building 251 used for the training school at Willow Run, 1943.

Exterior of the photo lab at Willow Run, 1943.

Aerial view of the Willow Run plant, 1944.

Left to right in the front row: Edsel Ford, Charles Sorensen, Henry Ford, Robert Patterson, Undersecretary of War, and Mead Bricker, Willow Run, 1942.

Mary Jones working at Willow Run, 1943.

Two women working on the assembly line, Willow Run, 1942.

B-24 on the Willow Run airfield.

Eddie Rickenbacker, Edsel Ford, M.L. Bricker and Henry Ford, at Willow Run, 1943.

Both men and women man the machines which turned out parts for B-24 bomber planes at Willow Run, circa July 1942.

Inspection of the landing gear of a transport plane at Willow Run.

African American worker at Willow Run installs screws in wing segment of a B-24 bomber at Willow Run, July 1942.

July 1, 1942: A small part of the world's largest one-story war production plant, the giant bomber factory at Willow Run, Michigan. Fixtures in background hold bomber wings during assembly.

Installing one of the four engines of a new B-24E Liberator bomber on one of the assembly lines of Ford's big Willow Run plant. Circa February 1943.

Out of sheer necessity, Willow Run’s 42,500-member workforce became a model of diversity for future generations.