Lex Anteinternet: March 10, 1941 Lend Lease, War Production, and Lo...

Lex Anteinternet: March 10, 1941 Lend Lease, War Production, and Lo...: 

March 10, 1941 Lend Lease, War Production, and Long Lived Actresses.

An already weary looking FDR signs the Lend Lease Bill on March 11, 1941.

President Roosevelt signed the Lend Lease Bill, which we've written about previously, and it became law.

More on that here:

Today in World War II History—March 11, 1941

The law stated:

AN ACT 

Further to promote the defense of the United States, and for other purposes.

Be it enacted by the Senate add House of Representatives of the United States of America in Congress assembled, That this Act may be cited as "An Act to Promote the Defense of the United States".

SEC. 2. As used in this Act -

(a) The term "defense article" means -

(1) Any weapon, munition. aircraft, vessel, or boat; (2) Any machinery, facility, tool, material, or supply necessary for the manufacture, production, processing, repair, servicing, or operation of any article described in this subsection; (3) Any component material or part of or equipment for any article described in this subsection; (4) Any agricultural, industrial or other commodity or article for defense.

Such term "defense article" includes any article described in this subsection: Manufactured or procured pursuant to section 3, or to which the United States or any foreign government has or hereafter acquires title, possession, or control.

(b) The term "defense information" means any plan, specification, design, prototype, or information pertaining to any defense article.

SEC. 3. (a) Notwithstanding the provisions of any other law, the President may, from time to time. when he deems it in the interest of national defense, authorize the Secretary Of War, the Secretary of the Navy, or the bead of any other department or agency of the Government -

(1) To manufacture in arsenals, factories, and shipyards under their jurisdiction, or otherwise procure, to the extent to which funds are made available therefor, or contracts are authorized from time to time by the Congress, or both, any defense article for the government of any country whose defense the President deems vital to the defense of the United States. (2) To sell, transfer title to, exchange, lease, lend, or otherwise dispose of, to any such government any defense article, but no defense article not manufactured or procured under paragraph (1) shall in any way be disposed of under this paragraph, except after consultation with the Chief of Staff of the Army or the Chief of Naval Operations of the Navy, or both. The value of defense articles disposed of in any way under authority of this paragraph, and procured from funds heretofore appropriated, shall not exceed $1,300,000,000. The value of such defense articles shall be determined by the head of the department or agency concerned or such other department, agency or officer as shall be designated in the manner provided in the rules and regulations issued hereunder. Defense articles procured from funds hereafter appropriated to any department or agency of the Government, other than from funds authorized to he appropriated under this Act. shall not be disposed of in any way under authority of this paragraph except to the extent hereafter authorized by the Congress in the Acts appropriating such funds or otherwise. (4) To communicate to any such government any defense information pertaining to any defense article furnished to such government under paragraph (2) of this subsection. (5) To release for export any defense article disposed of in any way under this subsection to any such government.

(b) The terms and conditions upon which any such foreign government receives any aid authorized under subsection (a) shall be those which the President deems satisfactory, and the benefit to the United States may he payment or repayment in kind or property, or any other direct or indirect benefit which the President deems satisfactory.

(c) After June 30, 1943, or after the passage of a concurrent resolution by the two Houses before June 30, 1943, which declares that the powers conferred by or pursuant to subsection (a) are no longer necessary to promote the defense of the United States, neither the President nor the head of any department or agency shall exercise any of the powers conferred by or pursuant to subsection (a) except that until July 1, 1946, any of such powers may be exercised to the extent necessary to carry out a contract or agreement with such a foreign government made before July 1,1943, or before the passage of such concurrent resolution, whichever is the earlier.

(d) Nothing in this Act shall be construed to authorize or to permit the authorization of convoying vessels by naval vessels of the United States.

(e) Nothing in this Act shall be construed to authorize or to permit the authorization of the entry of any American vessel into a combat area in violation of section 3 of the neutrality Act of 1939.

SEC. 4 All contracts or agreements made for the disposition of any defense article or defense information pursuant to section 3 shall contain a clause by which the foreign government undertakes that it will not, without the consent of the President, transfer title to or possession of such defense article or defense information by gift, sale, or otherwise, or permit its use by anyone not an officer, employee, or agent of such foreign government.

SEC. 5. (a) The Secretary of War, the Secretary of the Navy, or the head of any other department or agency of the Government involved shall when any such defense article or defense information is exported, immediately inform the department or agency designated by the President to administer section 6 of the Act of July 2, 1940 (54 Stat. 714). of the quantities, character, value, terms of disposition and destination of the article and information so exported.

(b) The President from time to time, but not less frequently than once every ninety days, shall transmit to the Congress a report of operations under this Act except such information as he deems incompatible with the public interest to disclose. Reports provided for under this subsection shall be transmitted to the Secretary of the Senate or the Clerk of the House of representatives, as the case may be, if the Senate or the House of Representatives, as the case may be, is not in session.

SEC. 6. (a) There is hereby authorized to be appropriated from time to time, out of any money in the Treasury not otherwise appropriated, such amounts as may be necessary to carry out the provisions and accomplish the purposes of this Act.

(b) All money and all property which is converted into money received under section 3 from any government shall, with the approval of the Director of the Budget. revert to the respective appropriation or appropriations out of which funds were expended with respect to the defense article or defense information for which such consideration is received, and shall be available for expenditure for the purpose for which such expended funds were appropriated by law, during the fiscal year in which such funds are received and the ensuing fiscal year; but in no event shall any funds so received be available for expenditure after June 30, 1946.

SEC. 7. The Secretary of War, the Secretary of the Navy, and the head of the department or agency shall in all contracts or agreements for the disposition of any defense article or defense information fully protect the rights of all citizens of the United States who have patent rights in and to any such article or information which is hereby authorized to he disposed of and the payments collected for royalties on such patents shall be paid to the owners and holders of such patents.

SEC. 8. The Secretaries of War and of the Navy are hereby authorized to purchase or otherwise acquire arms, ammunition, and implements of war produced within the jurisdiction of any country to which section 3 is applicable, whenever the President deems such purchase or acquisition to be necessary in the interests of the defense of the United States.

SEC. 9. The President may, from time to time, promulgate such rules and regulations as may be necessary and proper to carry out any of the provisions of this Act; and he may exercise any power or authority conferred on him by this Act through such department, agency, or officer as be shall direct.

SEC. 10. Nothing in this Act shall be construed to change existing law relating to the use of the land and naval forces of the United States, except insofar as such use relates to the manufacture, procurement, and repair of defense articles, the communication of information and other noncombatant purposes enumerated in this Act.

SEC 11. If any provision of this Act or the application of such provision to any circumstance shall be held invalid, the validity of the remainder of the Act and the applicability of such provision to other circumstances shall not be affected thereby.

Approved, March 11, 1941.

We've gone into this before, so we won't dwell on it here, but the amount of material supplied to Allied nations, starting before the US was an official Ally, was massive, and included everything from shoes and food to heavy weapons.

P40s being assembled in Iran for delivery to the Soviet Union.

Indeed, some of the equipment supplied became more associated, to some degree, with our Allies, than it did with the US, while other items were used, but not really liked.

P-39 in late war Italian service, after Italy had switched sides in the war.  Large numbers of P39s were supplied to the Soviet Union, which loved them.

And some items went on to such universal Allied use, that hardly any thought is given now to the items being supplied in this fashion.

Early British M4 Sherman (note the extra front firing machineguns.  The Sherman came to be one of the most common tanks in British service.

Soviet Sherman's in Brno, Czechoslovakia.

On the same day, something that didn't require U.S. aid  in any fashion, the Halifax bomber, went on its first combat mission.

Halifax bomber.

You can read more about that here:

First Halifax bomber mission

It was a short mission to Le Havre.

This is significant, however, in that it demonstrates that while the American role in supplying materials through Lend Lease was hugely significant, it was never the case that the other major Allies were without significant manufacturing capacity themselves, which always leads to the debate on whether the Allies could have won the war without Lend Lease.  It certainly is questionable that they could have, but even the UK, which is often portrayed as down and nearly out at this point in the war, was producing more aircraft than Germany and those of types which the Germans were not and never really would. And the UK and the USSR certainly produced their own armor and small arms as well.

Indeed, it's worth noting that massive amounts of arms were supplied by other means and by other countries. The British supplied significant amounts of armor to the USSR and all of the Commonwealth countries supplied material to the United States.

Stearman N2S-3 parked on the ramp, 11 March 1941.  This photo has nothing to do with Lend Lease, the plane simply happened to be photographed on this day in 1941.

On this day in 1941 Lotte Koch, Belgian-German film actress appeared on the cover of Die Junge Dame (The Young Woman). Born in Brussels in 1913, the then 27 year old actress' career had just taken off.  It's interesting in that we don't tend to think of daily life in wartime Germany in this fashion.  Germany may have been at war, but some Germans were buying magazines about young women.

Lotte Koch publicity photo.

Koch had not starred in any films with a Nazi theme, but would soon star in Attack on Baku, which was an anti British film.  Her big film would come in 1944, The Black Robe, in which she stared as a female prosecutor whose career puts in her in conflict with her neglected husband.  Indeed, a drama of that type is also something we wouldn't expect for Nazi Germany, but it had been found that Germans really weren't very interested in the late stage of the war in watching films that were disguised propaganda.  Indeed, a struggle over the issue had occurred within the German government with, surprisingly, Goebbels coming down on the side of escapist dramas, knowing that the German public was unlikely to go to see or to appreciate propaganda films by that point in the war.

Following the war she appeared in several "rubble films", a post war genera that emphasized the physical destruction of European cities for dramatic effect.  Often photographed with sort of a sad appearance, she may have been ideal for those sorts of films.  This is interesting as well as there would be sort of an assumption that having been in the film industry in Nazi Germany would have been a career ender, but it did not prove to be.

Married twice, to brothers, her first husband was a well known German film personality who had multiple wives during his life, Hollywood style.  Her second husband was a German army officer whose career was completed in the West German Army.  She lived to be 100 years old and was survived by her husband, but her career ended in 1953 which she gave up acting.  Given her very long life, only a small faction of it was devoted to that career.

Lex Anteinternet: February 10, 1941. Threats from the sky.

Lex Anteinternet: February 10, 1941. Threats from the sky.: 

February 10, 1941. Threats from the sky.

Short Stirlings, bombed Rotterdam, their first combat use. The four engine bomber first flew in 1939.

The British, on this day, engaged in their first airborne commando type raid, dropping paratroopers in Calabria, Italy, to destroy on aqueduct.  I learned that here:

Today in World War II History—February 10, 1941

All 35 paratroopers were captured.

The operation was called Operation Colossus.

The men of the unit had all been drawn from No. 2 Commando of the Special Air Service and were in fact commandos, so they were not a conventional paratrooper unit.

More on the raid:

First British Airborne Raid

The RAF raided Rotterdam.  The Luftwaffe raided Iceland.

On the WASPs

Elizabeth Gardner, age 22, in the pilot's seat of a B-26, one of the most difficult to fly aircraft of the Second World War.  Gardner would live until age 90 and worked for a time after the war as a test pilot, a role that would require her to bail out from failed aircraft twice.

From Sarah's Blog

75 Years Ago—Dec. 20, 1944: US terminates WASP (Women Airforce Service Pilots) program—returning combat airmen will perform their ferrying services; 1037 women served, with 38 fatalities.

Among those who follow World War Two, the WASPs are well known.  But to be frank, I expect for the average person World War Two is at this point known in a general way, highly influenced by movies.  Indeed, at least one such movie, Saving Private Ryan, at least partially caused the boom in focus on World War Two by both the aging Baby Boomer generation and the following Millenials (and others).  That film, and the other popular portrayals that followed, such as The Pacific and Band of Brothers, do a good job of portraying slices of the war, but they're just slices, and the war was so vast that really detailed portrayals can only come through books, and a lot of them.  No one book could possibly do justice to anything but the narrower topics it deals with.

In terms of the air war, two really notable films were done early on, those being Twelve O'Clock High and The Best Years of Our Lives.  People no doubt don't think of that last one as an "air war" film, but the portrayal of returning psychologically distressed bombardier Cpt. Fred Derry to a life that's coming apart at home, certainly should qualify it as such.  More recent efforts, such as Memphis Belle, have been lacking.  Perhaps the best film involving aircraft is Tora! Tora! Tora!, on the attack on Pearl Harbor.  In an odd way, the best one as a tribute to air power might be Battleground, in which not a single airplane is ever seen. Those who have seen the film will know why I'm referencing it here. Those who haven't, should see it.

Anyhow, one of the stories that isn't all that well known by people today is that of the WASPs.  Indeed, the role of women in the service in World War Two isn't that well known in general.

The WASPs were not technically in the service, but rather were civilians employed by the service. This has always occurred, contrary to some more modern commentary.  I.e., there have always been civilian "contractors" in contract to the military.  During the American Revolution heavy transport was normally done by temporary contractors by both sides of the conflict, some of whom had little choice in the matter.  I.e, when artillery, for example, was moved in a country that was surprisingly short of horses, freighters and farmers were called to do it, or sometimes just compelled to do it.  Later on, during the post Civil War frontier era, transportation of all sorts, both freighting and packing, was very often done by military contractors.  Civilian mule packers remained a feature of Army life all the way through the Punitive Expedition.  So its not surprising that civilians were used to ferry aircraft from North America to Europe.

More surprising is that they were women, however.

WASP pilots in front of the notoriously difficult to fly B-26 Marauder.

When women precisely entered established roles in the military is surprisingly difficult to determine.  By and large, however, most historians point to World War One as the conflict that brought that about. The degree of female employment during the Great War was enormous in general, and indeed it was so vast that the entire Rosey The Riveter story of World War Two is really a myth when the full story is considered as the World War Two role of women in industry repeated the experience of the prior war.  Female employment during the First World War would rival that of the Second and in some sectors of the various warring nation's economies, female labor was more important in World War One than it was in World War Two.  Given the near absolute demand for fighting age males to serve in the military during World War One, and the more primitive and less mechanized nature of the economy in the 1910s as compared to the 1930s and 1940s, when machine labor was already accomplishing more, it's not too surprising that women not only entered large numbers of normally male dominated industries but that they further were allowed into some roles in the military more or less for the first time.

Cornelia Fort, who became famous for encountering Japanese aircraft while flying as a flight instructor in Hawaii on December 7, 1941.  She was the first WASP to be killed in service a year later.

Those roles were largely clerical and and near clerical at the time.  Women as clerks in general, including secretaries, was a new and somewhat controversial thing in the 1910s.  By the 1920s, however, it was fully established.  But wasn't established was the presence of women in the service. Following the Great War women were discharged from the Army, Navy and Marine Corps, and their roles once again filled by men.

When this began to change on a more permanent basis I really can't say.  I.e., I don't know, and haven't studied for the purpose of this entry, women women clerks and nurses reappeared in military service, and therefore I don't know if it was in the 20s, 30s, or 40s.  If it was as late as the 1940s, it certainly changed nearly overnight and women once again were recruited for those roles.  Contrary, however, to the common recollection of the period, it wasn't as easy to recruit women to military service as commonly thought, and there remained a quite strong societal prejudice in the United States against female servicemen.  During the war the service studied it and found that a strong deterrent to filling those positions was that there was a common belief in society that female servicemen were "easy" and came from the same class that might otherwise be populating bars and offering favors easily.  This was completely unfair and the service worked hard to combat the myth but it was never really overcome.  Operating against it, however, was that female nurses had been a common and vital feature of the Allied efforts during the Great War and therefore there was a well established female military nursing role already, one that had its origins as far back as the Crimean War.  Perhaps worth noting here, however, is that female nurses in World War One were not in the service but rather usually in the Red Cross, an organization that was highly involved in World War One and whose male members, in the case of the US, had the option of being enrolled in the Army upon the US entering the war.  Female members, who remained critical to its operations, were not enrolled in the service.

Gertrude Tompkins Silver who disappeared in 1944 ferrying a P51 from California to New Jersey.  She and her plane have never been found.

With that being the background, perhaps its not too surprising that women pilots would be contracted with to ferry aircraft in World War Two.  Military age male pilots were in the service, and weren't available, although older pilots who were not of military age were not.  On coastal areas, quite a few of the latter entered Civilian Air Patrol units, however.

Women were not new to aviation in World War Two.  Indeed, aviation, which entered its youth in the Great War, was one of the new things that came about in which women had a rapid appearance in.  There were female aviators prior to the war and at least one notable female pilot attempted to enroll in American military service during World War One, going so far as to purchase her own uniform to be used in what amounted to a publicity campaign in aid of that effort.  It went nowhere, but the point is that aviation wasn't new to women in the Second World War.

Indeed, the early female appearance in aviation continued on after the Great War, and even during it, with some notable female pilots achieving headlines during the 1920s and into the 1930s.  Today best remembered is Amelia Earhart, but she is far from the first and may be best remembered today simply due to her tragic and mysterious disappearance, but she was far from being the only notable pilot.

Bessie Coleman, African American and Native American who held an early pilot's license and who died in a an aviation accident in 1926.

Indeed, there were women barnstormers in the 1920s and women figured well in air racing, a sport that was popular following World War One and prior to World War Two,and which had a role in the development of fighter aircraft.  There were also some women stunt pilots early on.  What was generally absent, however, were female commercial pilots and there were no female military pilots.

Florence Lowe "Pancho" Barnes.

Given this history, perhaps it isn't surprising that the government turned to women flyers to fill certain roles that didn't have to be filled by Army Air Corps pilots, and that is the way it was viewed. The WASPs weren't commissioned, enlisted or enrolled in the military. They were part of more than one civil service organization that came to be under the overall umbrella organization of the WASPs and had varied flying duties. The irony, right from the onset, is that in actuality the aircraft of the late 1930s and the 1940s actually had become in some instances much more physically demanding to fly so, even while women flew every type of aircraft in the American air fleet, some of them were very physically demanding aircraft.

WASP pilot in cockpit of P-51 Mustang.

The WASPs are best remembered for ferrying aircraft, and indeed one of the entities that came into the WASPs was the Women's Auxiliary Ferrying Squadron, which was formed specifically for that purpose.  In addition to that role, however, they also flew target towing missions and other service flying roles within the United States.  Quite a few of the pilots were from well to do backgrounds which had allowed them to take up flying prior to the war.

WASP pilots and the B-17 Pistol Packin Momma.

The program was disbanded in December 1944 as male Army Air Corps pilots returning from overseas became available for the same roles.  At that time some of them attempted to volunteer for service in the Chinese Nationalist air force but were unsuccessful in that effort. Some, such as Elizabeth Gardner, were able to keep flying.  In 1949 they were offered commissions in the United States Air Force in non flying roles, with 121 taking the offer.  They were accorded veteran status in 1977.

There were 1,074 women who went through WASP training during the war, all of whom were pilots prior to entering the program.  Over 600 applicants failed to make it through that training.  A total of 25,000 women volunteered for the program.  38 women were killed in air accidents while part of the program.  The largest plane flown by WASP crews was the B-29.

Is it time to stop flying the old ones? The B-17 Nine-0-Nine Crashes

I've been in quite a few B-17s and ridden on one.  If you go back and look through the posts here you'll find photographs of them.

Two of those B-17s were the Nine 0 Nine and the Liberty Belle.

The Nine 0 Nine.

Both are now gone.*  The Nine O Nine crashed this week at a demonstration, killing ten people including some who had paid to ride in the old classic bomber.

I'm generally not inclined to tell people what to do with their own property. That's not something that squares with my own world view,  nor with what we might generally call "American Values", although increasingly there are plenty of Americans who are ready to tell other Americans exactly what they can and cannot do with all sorts of things.  And I'm not of the view that merely because something is old, it shouldn't be used.  I use plenty of old things myself, including driving on occasion an old truck that probably some feel shouldn't be driven due to its age.

Nine O Nine.

But few of us have something that's an historical treasure.  Once all of the flyable models of any one aircraft are done for, and the law of averages alone will bring that day upon us, more likely than not, there are none left and the history associated with them is gone as well.

B-17s weren't made to fly for 70 years.

Indeed, nothing made in the 30s or 40s that flew or rolled was.  Simply nothing was expected to last that long.

While most B-17s were made in the 1940s, during World War Two, the plane's first flight was in 1935.  In 1935 when the plane first flew flight itself was only 32 years in existence.  That's over 80 years ago now, and if we look back the other way, eighty years prior, people were not only not flying, they weren't driving either.

Trains didn't last for eighty years.  Wagons certainly didn't.  Automobiles, when they first came out, tended to be used up very quickly, in spite of their vast expense.  And airplanes cycled through generations incredibly quickly.

View from the now gone Liberty Belle.

The first "heavy" bombers came into existence during World War One, but just as with fighter aircraft, the bombers of mid war were already obsolete by the end of the war.  The first U.S. bombers to have the "B" designation (fighters had a "P" designation, for "pursuit") came into service in the 1920s and exited service nearly as quickly as they entered.  The fact that the U.S. Army Air Corps was up to the number "17" with the B-17 shows us how very quickly they cycled through the service.

The heavy aircraft that came into military service with the US largely made it through World War Two.  None the less, there's no doubt that aircraft like the B-17 and the B-18 were obsolescent by the time World War Two started, already primitive in comparison to aircraft like the B-24. They were kept in production not because they were first rate modern aircraft at that time, but because it was necessary.  Save for odd uses, as soon as the war was over, they were phased out of service. For that matter, the aircraft that made them obsolescent were already obsolescent themselves. In terms of heavy bombers, which were really something that only the United States and the United Kingdom fielded, the world had gone from the aircraft of the mid 1930s, to the those of the late 30s and early 40s, to the B-29, which made them all obsolete.  And the B-29 would only remain a first rate bomber until the late 1940s when jet powered bombers made their appearance. The B-36 had its first flight in 1946. The B-47 in 1947.  The B-52 in 1952.

The B-52 is still in Air Force use, and will be for the foreseeable future.  It will be, most likely, the first military aircraft to see 100 years of continual use.  But it was built in a completely different era.  Vastly more expensive than the B-17, which entered service less than 20 years prior to the B-52, it was designed to be flown by men who would have college educations and who were already use to a technical world. The B-17 was designed to be flown by farm boys who were used to tractors and made the Model A.

There's no earthly way that the designers and builders of the B-17 imagined them flying for 70 to 80 years.  Chances are, they didn't see them flying for more than ten.  During World War Two, those savvy to aircraft development didn't see a future for aircraft like the B-17 beyond the end of the war and, had they been quietly asked, would have already regarded it as obsolete.  It only had to offer its crew a chance of living through their tour.

And the fact that it did offer such a chance is why there remain any around today. They were rugged.

But they weren't built to fly forever.  And the flying ones will not.  The time has come to let them rest, while there are still any left that are capable of flight.

That is sad.  The fact that they still fly from town to town allows people to see them who would otherwise never get the chance.  But the end conclusion to continuing to allow them to fly seems evident.

_______________________________________________________________________________

To add to this sad tale, I've also been in an HE-111 that crashed later.  And I've viewed a P-51 which did.