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Found this True Confessions magazine on ebay while I was searching for another homefront insignia. I did not buy the magazine. Hostess? Something Home Front related.

 

 

 

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MASSACHUSETTS FARM VOLUNTEER PROGRAM

 

A farm labor program was conducted during the summer of 1943 under the auspices of the Boston public school system. The Massachusetts Farm Volunteers movement grew out of a proclamation by His Excellency Governor Leverett Saltontall, urging assistance for farmers to obtain the labor needed to produce the large food crop of Massachusetts. His Excel- lency followed his proclamation by the appointment of the

Governor's Farm Labor Committee. After making a careful study of the farm labor shortage, this committee made an urgent appeal to various state agencies to cooperate in the solution of this critical problem. On April 9, 1943, the Commissioner of Education called upon school superintendents to assign one member of the school system to be responsible for local recruitment and placement. The leaders of the Boston school system cooperated instantly with this request. At the suggestion of the Superintendent of Public Schools, the Boston School Committee voted unanimously to release recruits from May 1 to October 1. The Superintendent appointed the headmaster of the Jamaica Plain High School to organize the program.

 

The first task was to obtain a list of recruits. Speed was essential. Farmers were calling for workers. The planting season was already under way. Forms were prepared as quickly as possible. On April 16, 1943, a meeting of senior high and intermediate school representatives was held. Enrollment cards were issued and the teachers were instructed to enroll recruits immediately, making sure to obtain parental

consent signatures. The cooperation of the headmasters and principals resulted in the surprising enrollment of approximately 700 boys and 400 girls. The majority of the enrollees were either 14 or 15 years of age. A small number were 16 or 17 years of age, indicating that most pupils in this age range had been absorbed by industry. Many parents asked to have pupils under 14 years of age placed on farms. However, the laws of Massachusetts limited our workers to those 14 years or older.

 

The enrollment cards were returned to the headquarters at Jamaica Plain High School before May 1. As calls for workers came from farmers, it became clear that the weight of the applicants was an important factor in placement. Next year perhaps two enrollment cards should be secured for each recruit, to make an alphabetical and a weight file available. An examination of the enrollment cards disclosed that the job of filling the big farm labor gap rested on the shoulders of a willing group of youthful and for the most part inexperienced recruits. For these reasons the placements were made with much misgiving.

 

All placements were made on individual farms. Before pupils were dismissed for summer work, they were compelled to obtain a working certificate and to pass a physical examination. The total number of recruits placed was: Boys, 406; girls, 33. Of the 406 boys placed, 25 were placed in Vermont and 42 in New Hampshire. They worked on every type of farm: Dairy, poultry, vegetable, and general.

 

https://archive.org/stream/report1943bost/report1943bost_djvu.txt

 

 

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This patch has only been found on felt, pennant like material, and most times is found sewn onto a white armband.

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California Flyers.

 

I finally was able to add this wing patch to my collection. It was a school of aeronautics that trained factory workers and tech reps for the major aircraft producers and airlines. (1930s and 1940s).

 

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I had previously posted in this thread in posting #238 this California Flyers Inspection patch.

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Elmira Area Soaring Corporation. I have been wanting this one since I first saw Garth's post http://www.usmilitariaforum.com/forums/index.php?/topic/192979-ww2-glider-training-unit-patch/?hl=easc&do=findComment&comment=1496684

 

This one is mint and unused.

 

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HISTORY AND GOALS OF THE

HARRIS HILL SOARING CORPORATION by Paul Schweizer 1990

You are a member of a unique organization, one which has been in existence since 1937, and through whose efforts this area continues to be known as the Soaring Capital of America.

The Harris Hill Soaring Corporation is a voluntary organization composed of persons who are enthusiastic about motorless flight and who have a good time taking part in the flying activities and carrying out the aims and purposes of this non-profit corporation. All this is accomplished in an informal club atmosphere at low cost to the individual through the cooperative efforts of all members.

Soaring started in Elmira in 1930 when Dr. Wolfgang Klemperer looked over the area as a possible site for a national soaring contest at the request of the National Glider Association. At Klemperer's suggestion, Jack O'Meara came to the area to try soaring on the ridges, which Klemperer said reminded him of the terrain of the Wasserkuppe, the leading soaring center in Germany. On July 2, 1930 O'Meara made a soaring flight of 1 hour and 34 minutes. His enthusiastic report to the NGA convinced them to hold the first National Soaring Contest in Elmira in September of that year.

This was during the Depression, and in Elmira everyone was looking for something to stimulate business. The community, led by the Elmira Association of Commerce, recognized the potential value of soaring to the area as a means of attracting business, tourism, and national attention through association with an exciting new aviation sport.

The first National Soaring Contest was based at the Caton Avenue Airport, using South Mountain and East Ridge for shock-cord launching the gliders. The success of this contest convinced the NGA to hold a second national contest at Elmira the next year. The 1931 contest was successful, but the NGA was not, and, experiencing financial difficulties, it went out of business.

The Soaring Society of America, formed in 1932, ran the third and fourth Nationals, basing them on the Rhodes farm. Because of the limitations of shock-cord launching, a larger field was needed to allow launching by winch, auto or aero tow. A group led by Franklin "Bud" Iszard picked a new site east of the Rhodes farm. Chemung County purchased a parcel of land from three individuals and, after removing a few stone walls, conducted the fifth Nationals in 1934 on what was unofficially named Harris Hill in memory of Lt. Hank Harris. Harris, a member of the MIT Club had been killed a few weeks earlier in a tow car accident at the emergency field in the valley.Contests were held at Harris Hill in following years, with the Association of Commerce raising the necessary funds and assisting the SSA in operating the contest. As the contests grew in size and in financial requirements, it became evident that a separate organization was needed. This idea was developed by Eddie Mooers, Bud Iszard, and Don Hamilton during the eighth National contest, and as a result of their efforts the Elmira Area Soaring Corporation was formed in August, 1937. The first Board of Directors was composed of representatives from the local soaring group, the community, and the SSA.

From 1934 onwards the Chemung County Board of Supervisors steadily improved the Harris Hill site. With the assistance of the Works Progress Administration, the County built an Administration Building, a hangar, and five cabins to make Harris Hill the first permanent site in the country for the operation of National soaring contests. These buildings were completed in 1937, and the site was officially named the "Warren E. Eaton Motorless Flight Facility". The purpose of the EASC was to conduct National contests, promote soaring in the area, and to carry out soaring training programs. Earl Southee was the first General Manager, charged with the responsibility to manage the EASC and to raise the funds needed to operate the Nationals each year. Additional cabins, a caretaker's house, and the large hangar were added in 1938.

With the outbreak of World War II and the start of the military glider program the EASC contributed to the war effort by carrying out demonstration flights for the military and government officials. It was the first organization to conduct a military glider school, which at first operated at Harris Hill. In order to expand the training and to operate during winter, the school was soon moved to Mobile, Alabama, where it developed into a large operation with several hundred employees. In early 1943, when the military had more glider pilots than they could use, many of the training contracts were cancelled, including EASC's. The EASC had not had enough time to get their operations on a paying basis, and ended up deeply in the red and unable to continue operations.

While the EASC was not operating, the soaring activities were carried out by the Glider Capital Committee of the Elmira Association of Commerce, who put on the 1946 Nationals. They bid on the 1947 Nationals, but for the first time a national contest was held away from Harris Hill, when the meet went to Wichita Falls, Texas.

In 1948 Congress finally passed a bill authorizing sufficient funds to fulfill all the obligations of the EASC. The corporation was reorganized, and all those present at the first reorganization meeting were named the Charter Members. The new by-laws provided for the Board members to come from the soaring group, the local community, and the clubs. The SSA representation was ended, so the EASC became strictly a local organization. At that time the EASC owned no gliders, tow planes, or other equipment, but flying was done by a number of clubs which had representation on the Board and participated in the EASC programs.

 

Although the EASC was the vehicle by which the contests and other soaring activities were administered, the Chamber of Commerce still played an important role by raising the funds and helping with public relations and business phases of the contests. Nationals were held in 1948 and 1949, and every other year until 1959.

During the fifties the nature of the contests gradually changed, and the entry fees, which had been a nominal $5, steadily increased so that they would cover a larger proportion of the costs of the contests. Also, the practice of having cash prizes was discontinued. This put fewer financial requirements on the local sponsoring groups, and it was not long before the Nationals became self-sustaining. This made it possible, however, for many other groups around the country to conduct Nationals, particularly where surplus military airfields were available, so the EASC found themselves with a lot more competition for Nationals.

In the early fifties the EASC acquired a used TG-3A sailplane and started some flying and training within the Corporation. The TG-3A was only practical for aero-tow, so the EASC, in a special arrangement with Schweizer Aircraft Corporation, built the first 2-22 from a kit. This enabled the EASC to expand its training program using auto-pulley and winch towing. A tow plane was finally acquired when EASC purchased the L-5 that Dick Kurtzenberger, Joe Perrucci, and some other members had bought and used for towing at Harris Hill.

Flying activities increased with the acquisition of the tow plane, and some members purchased their own sailplanes. With a tow plane the EASC could offer demonstration rides to the public, which helped to promote soaring in the area, as well as develop income which allowed the EASC to expand its equipment and programs. The EASC gradually grew to be independent, losing the close association with the local community it had held since 1937.

In 1962, when the EASC missed being awarded a National for the third year in a row, the Board decided that they had to take some action to get Nationals to Harris Hill more often. Contests were getting too large for the Harris Hill field. Sailplanes were becoming heavier. And the SSA required contest take-offs to be at the rate of at least one a minute. The Harris Hill facilities were not able to handle all of this, so improvements in the flying field were needed. By working with community leaders and the Chemung County government over a three to four year period the EASC convinced the County to approve a $245,000 project to level the field and build paved glider and tow plane runways. The new field was dedicated at the start of the 1968 Nationals.

While EASC was working to get support for this project, it found some resistance among surrounding municipalities to supporting an organization with an Elmira name. As a result, the Board decided in 1967 to change the name to the Harris Hill Soaring Corporation, and this name has been well received.

 

The HHSC successfully conducted the 1980 Standard Class Nationals and the 1982 15 Meter Nationals. The need for the HHSC to have its own "home" developed in the eighties, so a fund drive was started in 1985 to raise $40,000 for a Flight Center. With Chemung County providing $10,000 and excavation and foundation help from the Buildings and Grounds Department, and with many HHSC members volunteering their time, the building was completed and dedicated in June 1987.

1987 was the fiftieth anniversary year of the HHSC, and in addition to dedicating the new building, the HHSC ran the 1987 Sports Class Nationals and had a special celebration of its anniversary on August 29 with many of its past Presidents taking part.

 

Over our 53-year history (78 years now - XC), the Elmira Area Soaring Corporation and the Harris Hill Soaring Corporation have accomplished many things. For example, we:

1. Conducted 26 National Soaring Contests, many Regional contests, 46 Snowbird Contests, 21 1-26 Regattas, and many local meets.

2. Assisted in the war effort during World War II by conducting glider demonstrations and operating a military glider training school.

3. Continue, since the 1950's, to carry out a very active youth training program which makes low-cost flight training available on a cooperative basis to young people between 14 and 19. This program has introduced hundreds of young people to soaring, helped make them better citizens, and exposed them to an exciting avocation. And, in a number of cases, helped prepare them for careers in aviation.

4. Organized the glider exhibits for the Strathmont Museum in 1958 and 1959, later working to obtain the National Soaring Museum archives and soaring library for Harris Hill in 1969. The HHSC operated the National Soaring Museum for three years until it became a separate organization. The HHSC and the NSM continue to work together to carry out programs where they both have interests.

5. Continue to play an important role in promoting Harris Hill as a tourist attraction where sailplane flying can be seen and where sailplane demonstration flights are available.

6. Conduct a summer program which expands the availability of demonstration flights, and offers tows and instruction to both junior and senior active members on weekdays.

7. Participate in special events such as National Soaring Weeks, Vintage Sailplane Regattas, Fall Foliage Festivals, Model Sailplane contests, youth encampments, and special demonstrations. HHSC also participates in the community Air Shows and other activities of this type to keep the community in the forefront of aviation.

8. Conduct various educational and training programs for HHSC members, other soaring pilots, and the public, as well as holding symposiums to improve safety and the quality of flying.

9. Train our members to become soaring pilots and transition power pilots to become tow pilots.

10. Have worked for 53 (78!) years to maintain this area as the Soaring Capital of America.

 

Paul A. Schweizer January 1990

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Finally was able to add a North American Aviation patch to the collection. These for some reason rarely ever come up on ebay.

 

There are several variations of this insignia with one having a "K" on the patch.

 

https://en.wikipedia.org/wiki/North_American_Aviation

 

North American's follow-on to the BT-9 was the T-6 Texan trainer, of which 17,000 were built, making it the most widely used trainer ever. The twin-engine B-25 Mitchell bomber achieved fame in the Doolittle Raid and was used in all combat theaters of operation. The P-51 Mustang was initially produced for Britain as an alternative to the Curtiss P-40 Warhawk, which North American had declined to produce under licence.

 

 

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California Women's Ambulance Defense Corps

 

This organization had units all over California, mostly southern, and had tabs with the city names (more than 14 total).

 

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If you have a similar tab (different city name) I would be interested in acquiring it.

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Here is a rare one. The only one that I could find online.

 

Ashcraft Bros Flying Service (Lawrence, Kansas). They were apart of the CAA Civil Aeronautics Administration.

 

The wing is on original card and is marked sterling. Green Jewelry Co Manufacturers K.C., Mo.

 

Patch has merrowed edge. From what I have read this could date from 1939-1942.

 

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In post #20 I have the larger should patch version of the Victory Farm Volunteers. I picked this one up at a cheap BIN to resell it only to be surprised that it is a small cap variation which had me happy. One that I have not seen before so add it to your BOLO list.

 

 

 

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If you have a home front patch that is not listed on this thread please let me know as I would be interested in trading or purchasing it.

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I have a collection of about 70+ photos of WW2 Ordnance Works and Plant patches and this is the first that I have seen for this one. Excited to add this one to my collection.

 

Pantex Ordnance Plant operated by Certain Teed.

 

The desperate need for munitions to fight World War II led to the creation of the Pantex Ordnance Plant, built on 16,000 acres of land east of Amarillo, Texas. Operations began on September 17, 1942, only nine months after the commencement of construction.

Pantex was the last of 14 ordnance plants constructed in Texas to support the war effort, producing nearly four million conventional bombs and artillery shells during three whirlwind years of heavy production.

The Pantex Ordnance Plant closed on August 16, 1945, just one day after the announcement of surrender by Japan. The land acquired to build Pantex was leased to Texas Technological College (now Texas Tech University) for $1.

http://www.pantex.com/about/pages/history.aspx

 

In 1942 Certain Teed was awarded the governmental conctract to supervise Pantex.

 

 

The Pantex Plant was originally constructed as a conventional bomb plant for the United States Army Air Force during the early days of World War II. The Pantex Ordnance Plant was authorized February 24, 1942. Construction was completed on November 15, 1942 and workers from all over the U.S. flocked to Amarillo for jobs.

https://en.wikipedia.org/wiki/Pantex_Plant

 

 

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Slowly filling out my WW2 Civil Defense collection. Cap, medium and large patches of each.

 

Large Bomb Reconnaissance Agent. Some WW2 CD descriptives has it called "Bomb Squads"

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Solar Aircraft Company

 

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This is the 2nd patch that I have seen in about 8 years collecting home front and 4 years aircraft manufacturers.

 

https://cloverfield.org/airplanes_type/solar/index.php

Started out in San Diego.

 

 

This building was constructed about 1916 by the Ford Motor Company, and completed in May of 1918. The original building is approximately 450 feet long, 120 feet wide, five stories high in front, plus a ground floor level under the entire building and a sub-basement under approximately two-thirds of the building.

The facility started with the production of auto parts, and in April of 1920 began production of auto bodies. In September of 1920, with the completion of the chassis line, completed Model Ts began rolling out of the plant. The plant worked two shifts until the addition of a third shift in either 1923 or '24. Model Ts, Model As, Model Bs and Model 18s were built at the Des Moines Plant. In December of 1932, the Des Moines plant ceased car assembly and became a sales service branch and warehousing distribution point.. In 1943, the Ford headquarters office ordered the branch closed and all operations were moved to Chicago.

 

The San Diego based, Solar Aircraft Company, leased the building at 1800 Grand in May of 1942. In order to meet the war demand for stainless steel aircraft parts, Solar expanded it's operation by taking over the five-story building in Des Moines, containing 343,700 square feet of floor space. This centrally located spot was well situated to serve both the Midwest and Eastern aircraft manufacturing plants... The Des Moines plant would eventually be responsible for turning out approximately one-half of Solar's total production.

During World War II, the Des Moines plant had earned 3 Army-Navy "E" awards. From May, 1942 until the end of the war, the Des Moines plant turned out more than 300,000 aircraft manifold systems.

On September 8, 1948, The Solar Aircraft Company rededicated it's commitment to Des Moines by announcing it had purchased the building it had leased since 1942. At that time, Solar employed 1100 men and women as engineers, production workers, and office staff.

In making the purchase announcement, Solar's President, Edmund T. Price expressed a warm personal affection for the many Des Moines friends of the Company and indicated that this friendly attitude wand local spirit of cooperation had done much to convince Solar Management that the permanent establishment of one of its factories in Des Moines was desirable. In closing, Mr. Price said that "it is with pride, humility and sincere pleasure that we become a permanent member of the Des Moines community, and we shall continue with renewed vigor to bring the attention of the country to Des Moines and to Solar."

Solar Aircraft produced parts of the Allison J-33 jet turbine engine, which powered Lockheed's P-80, as well as the Allison J-35 that powered the Navy's D-558 Douglas Skystreak. Solar also redesigned and manufactured exhaust manifolds for the B-29 Superfortress and Douglas Aircraft Company's DC-4. In fact, Solar manufactured manifolds and heat resistant cowl wells, shrouds, muffs, heat exchangers and other related items for over 100 leading types of airplanes. Reportedly, the Des Moines engineers may have been involved in pioneering the Navy's Jet Afterburner under a contract with the Navy's Bureau of Aeronautics, but we are unable to confirm that rumor. We have also heard that the engineers at the Des Moines Plant developed the Surface-to-Air missile technology.

Eventually, Solar Aircraft needed to expand it's operations to a facility more attuned to the requirements of production and distribution. It sold the building to the School District, but leased the space until the new facility at Fleur Drive and Bell Avenue was completed.

An interesting side note: On company literature, Solar Aircraft listed it's Des Moines address as 1900 Grand Avenue.

http://site.iptv.org/iowapathways/artifact/world-war-ii-and-home-front-vivian-schleihs-works-aircraft-plant-des-moines

 

 

https://cloverfield.org/airplanes_type/solar/index.php

Started out in San Diego.

 

 

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OCS you have an amazing collection of patches.

 

Thanks! Everyone has their collecting niche and I somehow chose this one

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