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From first to last the New Deal was a work in progress, a patchwork of often contradictory ideas.
The Staff Ride Handbook for the Saratoga Campaign systematically analyzes this strategically important Revolutionary War campaign. This handbook is one in a number of works from the Combat Studies Institute (CSI) designed to facilitate staff rides for US Armed Forces personnel. Unlike its predecessors, Saratoga is the first handbook that covers a Revolutionary War campaign. Additionally, this book provides users an opportunity to conduct a staff ride that focuses both on the operational and tactical levels of war but is flexible enough that it can be conducted on one or the other level as well.--Provided by publisher.
This is the story of the Civil Reserve Air Fleet (CRAF) from its inception to 1991. In suggesting such a reserve airlift fleet in 1947, Admiral E. S. Land, President of the Air Transport Association, drew on the organization's experience with mobilization planning in the mid- to late-1930s and on the airlines' experience in the early months of World War II. "As I see it," he said, "we would have to face it along the same general lines as we did then, omitting as many of the mistakes as possible, of course. At the beginning of the last war, the air transport system had a detailed war plan. Given the necessary information from the military services as to their needs, we can develop this one." The Civil Reserve Air Fleet concept was formally approved on December 15, 1951-by a memorandum of understanding between the Departments of Commerce and Defense. It began to take shape in 1952, when it was allocated some 300 four-engine, airline aircraft for use in case of war or a national emergency. Planning for the use of these assets began almost immediately and interim arrangements were in place by mid-1953. Still, it was not until 1958 that a formal wartime organization was agreed to, and not until 1959 that the first major carrier signed the standby contract that obligated it to provide crews and aircraft in case of a major war or national emergency. Two factors clearly shape the Civil Reserve Air Fleet. The first, the nation's military strategies, dictated the airlift resources CRAF was asked to supply. As it happened, evolving strategies entailed an ever growing requirement for CRAF airlift. By the late 1950s, U.S. military strategy promised the ability to respond across the spectrum of aggression, and then, two decades later, it committed the nation to an increasingly rapid deployment of forces to NATO. The second factor was economic, the economics of the air transportation marketplace. Despite the efforts of the Military Air Transport Service (MATS) and, its successor, the Military Airlift Command (MAC) to influence the make-up of airline fleets-in particular attempts to encourage the airlines to increase their cargo capability-it was the circumstances of the commercial marketplace that drove the decisions. When the air freight business failed to grow as expected, and when the lower-lobe capacity of the airlines' widebody jets proved capable of handling what air freight there was, the scheduled airlines began to divest themselves of their freighter aircraft. MAC's efforts to halt or even to slow this process proved ineffectual. It was not until the development of the air express parcel business, that the industry began once again to add cargo aircraft. Again, it was the economic forces that intervened, not MAC. This is the story of the evolution of the Civil Reserve Air Fleet-from its roots in the pre-World War II planning of the ATA and the Army Air Corps Staff, through its creation in 1951 and its evolution over the years, to a seemingly troubled existence in 1987.
For the United States, full involvement in World War II began and ended in the Pacific Ocean. Although the accepted grand strategy of the war was the defeat of Germany first, the sweep of Japanese victory in the weeks and months after Pearl Harbor impelled the United States to move as rapidly as it could to stem the enemy tide of conquest in the Pacific. Shocked as they were by the initial attack, the American people were also united in their determination to defeat Japan, and the Pacific war became peculiarly their own affair. In this great theater it was the United States that ran the war, and had the determining voice in answering questions of strategy and command as they arose. The natural environment made the prosecution of war in the Pacific of necessity an interservice effort, and any real account of it must, as this work does, take into full account the views and actions of the Navy as well as those of the Army and its Air Forces. These are the factors-a predominantly American theater of war covering nearly one-third the globe, and a joint conduct of war by land, sea, and air on the largest scale in American history-that make this volume on the Pacific war of particular significance today. It is the capstone of the eleven volumes published or being published in the Army's World War II series that deal with military operations in the Pacific area, and it is one that should command wide attention from the thoughtful public as well as the military reader in these days of global tension.
This text explores the natural history of Texas and more than 2900 springs in 183 Texas counties. It also includes an in-depth discussion of the general characteristics of springs - their physical and prehistoric settings, their historical significance, and their associated flora and fauna.