Lord Beaverbrook was Minister for Aircraft Production in world war 11 what was he the minister of in world war 1
"Exchequer), rewarded Aitken with a peerage and, briefly, a Cabinet post as Minister of Information. Post-war, the now Lord Beaverbrook concentrated on his business interests. He built the ""Daily Express"" into the most successful mass-circulation newspaper in the world, with sales of 2.25 million copies a day across Britain. He used it to pursue personal campaigns, most notably for tariff reform and for the British Empire to become a free trade bloc. Beaverbrook supported the government of Stanley Baldwin and that of Neville Chamberlain throughout the 1930s and was persuaded by another long standing political friend, Winston Churchill, to serve"
"Minister of Aircraft Production The Minister of Aircraft Production was the British government position in charge of the Ministry of Aircraft Production, one of the specialised supply ministries set up by the British Government during World War II. As the name suggests, it was responsible for aircraft production for the British forces; primarily the Royal Air Force, but also the Fleet Air Arm. The department was formed in 1940 by Winston Churchill in response to the production problems that winning the Battle of Britain posed. The first minister was Lord Beaverbrook and under his control the Ministry presided over an"
"Chief Marshal Lord Dowding, Head of Fighter Command during the Battle of Britain wrote that ""We had the organization, we had the men, we had the spirit which could bring us victory in the air but we had not the supply of machines necessary to withstand the drain of continuous battle. Lord Beaverbrook gave us those machines, and I do not believe that I exaggerate when I say that no other man in England could have done so."" Beaverbrook resigned on 30 April 1941 and, after a month as Minister of State, Churchill appointed him to the post of Minister"
"as his Minister of Aircraft Production from May 1940. Churchill and others later praised his Ministerial contributions. He resigned due to ill-health in 1941 but later in the war was appointed Lord Privy Seal. Beaverbrook spent his later life running his newspapers, which by then included the ""Evening Standard"" and the ""Sunday Express"". He served as Chancellor of the University of New Brunswick and developed a reputation as a historian with his books on political and military history. Aitken was born in Maple, Ontario, Canada, in 1879, one of the ten children of William Cuthbert Aitken, a Scottish-born Presbyterian minister"
"press tycoon Lord Beaverbrook as the Minister of Aircraft Production. On 17 May, Beaverbrook telephoned Nuffield and manoeuvered him into handing over control of the Castle Bromwich plant to Beaverbook's Ministry. Nuffield was furious and reported the incident to Churchill, but Beaverbrook countered by sending in aircraft expert Sir Richard Fairey who wrote a secret report which detailed how expensive machinery had been unused, the assembly line in chaos, and the employees not doing their work: Beaverbrook, who had disturbed the Air Ministry by agreeing with the vision of Air Vice Marshal Hugh Dowding that Britain at that time needed"
"enormous increase in British aircraft production. Initially under the personal direction of the Minister (and even, for a time, operating from his private home), the Ministry eventually established permanent offices, and a Director-General of Aircraft Production in charge. The Director-General for most of the war was Eric M Fraser (1896-1960), who remained the most senior non-elected figure in the department. Fraser, whose pre-war career had been with ICI, was first appointed director-general of equipment production, before moving to the aircraft production post which he held throughout the rest of the war. The first minister, Lord Beaverbrook, pushed for aircraft production"
"war, Churchill created and took the additional position of Minister of Defence, making him the most powerful wartime prime minister in British history. He immediately put his friend and confidant, industrialist and newspaper baron Lord Beaverbrook, in charge of aircraft production and made his friend Frederick Lindemann the government's scientific advisor. It has been argued that it was Beaverbrook's business acumen that allowed Britain to quickly gear up aircraft production and engineering, which eventually made the difference in the war. Churchill's speeches were a great inspiration to the embattled British. His first as prime minister was the famous ""I have"
"seen by William Denis Kendall"" (undated but presumably post-war) with the following quote:[...] ""About this time the Ministry of Aircraft Production came into being headed by Lord Beaverbrook with Lord Brownlow being his Parliamentary Private Secretary. All guns and shells were produced to equip our Spitfires and Hurricane fighter planes[,] 4 cannons per plane. When world war2 ""[sic]"" heated up and the bombing of Britain commenced, few people realised that my factories were the most bombed in the country, and during the raids I lost approximately 200 of my workpeople killed and wounded when their shelter sustained a direct hit."
"had joined No. 111 Squadron, stationed at RAF Northolt. By February 1938, No. 111 Squadron had received 16 Hurricanes. Upon the outbreak of the Second World War, over 550 Hurricanes had been produced, which had equipped a total of 18 squadrons, while a further 3,500 aircraft were on order. During 1940, Lord Beaverbrook, who was the Minister of Aircraft Production, established an organisation in which a number of manufacturers were seconded to repair and overhaul battle-damaged Hurricanes. The Civilian Repair Organisation also overhauled battle-weary aircraft, which were later sent to training units or to other air forces; one of the"
"15% across the board, took control of aircraft repairs and RAF storage units, replaced the management of plants that were underperforming, and released German Jewish engineers from internment to work in the factories. He seized materials and equipment destined for other departments and was perpetually at odds with the Air Ministry. His appeal for pots and pans ""to make Spitfires"" was afterwards revealed by his son Sir Max Aitken to have been nothing more than a propaganda exercise. Still, a ""Time Magazine"" cover story declared, ""Even if Britain goes down this fall, it will not be Lord Beaverbrook's fault. If"
"of Supply. Here Beaverbrook clashed with Ernest Bevin who, as Minister of Labour and National Service, refused to let Beaverbrook take over any of his responsibilities. In February 1942, Beaverbrook became Minister of War Production and again clashed with Bevin, this time over shipbuilding. In the face of Bevin's refusal to work with him, Beaverbrook resigned after only twelve days in the post. In September 1943 he was appointed Lord Privy Seal, outside of the Cabinet, and held that post until the end of the war. In 1941, Beaverbrook headed the British delegation to Moscow with his American counterpart Averell"
"the Stirling was negatively impacted by a decision by Lord Beaverbrook, the Minister of Aircraft Production, which had ordered a change in priority from four-engined bombers towards fighters and twin-engined aircraft to replace those lost during the Battle of Britain. In August 1940, series production of the Stirling commenced at the Rochester factory. Production of the Stirling was delayed by the ongoing bombing campaign of the ""Luftwaffe"". The area, which included a number of major aviation firms, was heavily bombed in the opening days of the Battle of Britain, including one famous low-level raid by a group of Dornier Do"
"to have priority over virtually all other types of munitions production for raw materials. This was needed in the summer and autumn of 1940, but it distorted the supply system of the war economy. It eventually came to be replaced by a quota system, with each supply ministry being allocated a certain amount of raw materials imports to be distributed amongst various projects within the ministries' purviews. Beaverbrook still continued to push hard for increases in aircraft production until he left the ministry to become Minister of Supply. One controversial feature of Beaverbrook's tenure was the fact that the aircraft"
"occasion Lord Beaverbrook, the Canadian newspaper entrepreneur who was Minister of Aircraft Production in Churchill's war Ministry, visited the factory and was shown round by ""Mr. Lew"". After the visit one of the men's toilets had two articles of graffiti on the wall. The first read ""Lord Beaverbrook is a c**t"" The second read ""No I'm not"". In 1944, after having previously been refused permission to leave his civilian employment, Lew Austin joined the Royal Navy Volunteer Reserve where he served first on destroyers in the Mediterranean and then in the Fleet Air Arm, ending up in a staff position"
"director. In 1941, Lord Beaverbrook appointed him Director-General of Weapons in the Ministry of Supply in charge, under Admiral Sir Harold Brown, Director General of Munitions Production, of 3,000 engineering firms and 250,000 workers. Under his direction British output of munitions and war ""materiel"" increased significantly. In 1943, he became Director-General of Armoured Fighting Vehicles, which against opposition assumed full responsibility for tank design, resulting in the Centurion tank. He also designed the stabilized 17-pounder gun fitted to Sherman tanks. His largest business connection apart from Parsons' was the chairmanship of A. Reyrolle and Co., at the time the largest"
"all Scandinavian and continental sea traffic suspended, the port was far less busy than normal, but as many as 35,000 men still filled the warehouses with grain, tobacco, flour, tea, rubber, sugar, meat, wool, timber and leather every day throughout August 1940. British aircraft factories, led by the Minister of Aircraft Production, Lord Beaverbrook worked around the clock to greatly increase production and prevent a collapse of the RAF. On 16 September ""Time Magazine"" wrote ""Even if Britain goes down this fall, it will not be Lord Beaverbrook's fault. If she holds out, it will be his triumph. This war"
"she holds out, it will be his triumph. This war is a war of machines. It will be won on the assembly line."" Under Beaverbrook, fighter and bomber production increased so much so that Churchill declared: ""His personal force and genius made this Aitken's finest hour."" Beaverbrook's impact on wartime production has been much debated but he certainly energised production at a time when it was desperately needed. However, it has been argued that aircraft production was already rising when Beaverbrook took charge and that he was fortunate to inherit a system which was just beginning to bear fruit. Air"
"programs set bore little comparison to actually expected aircraft production. Beaverbrook deliberately inserted an extra margin of 15% over and above the very best that British industry could be expected to produce. The theory of inserting the extra margin was to provide an out of reach target to British industry so that it would push as hard as possible to increase production. It was not until the 'realistic' programme of 1943 that aircraft production programmes were actually brought back into line with actual levels of production that could be expected from British factories. The Ministry was characterised by, for its"
"We Serve"", for in the opening sequence Coward included an ironic shot showing a copy of the ""Daily Express"" floating in the dockside rubbish bearing the headline ""No War This Year"". In the late 1930s, Beaverbrook used his newspapers to promote the appeasement policies of the Chamberlain government. The slogan 'There will be no war' was used by the ""Daily Express"". During the Second World War, in May 1940, his friend Winston Churchill, the British Prime Minister, appointed Beaverbrook as Minister of Aircraft Production. With Churchill's blessing, Beaverbrook overhauled all aspects of war-time aircraft production. He increased production targets by"
"Bath on 1 February 1937, he was promoted to air vice marshal on 1 July 1937 and became Director General for Research in the Air Ministry in July 1938. At the outbreak of war in 1939, Tedder's department was transferred to the newly created Ministry of Aircraft Production, but Tedder was unable to form a good working relationship with the minister, Lord Beaverbrook and consequently with Prime Minister Churchill and on 29 November 1940, he became Deputy Air Officer Commanding in Chief, RAF Middle East Command with the acting rank of air marshal. Tedder was appointed as Air Officer Commanding"
"Beaverbrook with the responsibility of establishing the new Ministry of Information. From March 4, 1918, this ministry took over control of all propaganda activities, being split into three departments to oversee domestic, foreign and military propaganda. The foreign propaganda division was under the headship of John Buchan and consisted of four branches; propaganda in military zones was the responsibility of the War Office department MI7; domestic propaganda was controlled by the National War Aims Committee. A further organisation was set up under Lord Northcliffe to deal with propaganda to enemy countries, and was responsible to the War Cabinet rather than"
"time, highly unorthodox methods of management, that included its initial location at Beaverbrook's own home (Stornoway House). The personnel was personally recruited from outside the Air Ministry, interaction was informal, characterised by personal intervention, crisis management and application of willpower to improve output. ""Few records were kept, the functions of most individuals were left undefined and business was conducted mainly over the telephone."" One important change made within days of the creation of the ministry was it taking over the RAF's storage units which were found to have accepted 1,000 aircraft from the industry, but issued only 650 to squadrons."
"Ministry. On 6 October 1939, Sir Kingsley Wood (Secretary of State for Air) officially appointed William Morris (Lord Nuffield) as Director General (Maintenance), to organise and manage the Civilian Repair Organisation (CRO), to control the CRU and participating civilian firms. Nuffield, as the head of Morris Motors, had been in charge of the shadow factory for aircraft production at Castle Bromwich. CRO administration was established at Magdalen College, Oxford. On 14 May 1940, supervision of the CRO was transferred from the Air Ministry to the Ministry of Aircraft Production, under Lord Beaverbrook. The No.1 CRU was supplemented by the No.1"
"men who were in key positions in Government Administration during the First World War. His association with Toynbee Hall continued after the war. He transferred to the Government Insurance Department which introduced the National Insurance Act 1911 and became acting Principal Clerk to the National Health Insurance Commission in 1912. He was involved in developing the machinery for implementing the Act and was particularly concerned with devising a scheme for the decasualisation of dock labour. He became secretary to the Anglo-Russian Supplies Committee in the War Office (1914–15), responsible for purchasing munitions for Russia. He was promoted to be Assistant"
"program was begun by the Ministry of Aircraft Production. Its minister, Lord Beaverbrook a Canadian by origin, reached an agreement with Sir Edward Beatty, a friend and chairman of the Canadian Pacific Railway Company to provide ground facilities and support. Ministry of Aircraft Production would provide civilian crews and management and former RAF officer Don Bennett, a specialist in long distance flying and later Air Vice Marshal and commander of the Pathfinder Force, led the first delivery flight in November 1940. In 1941, MAP took the operation off CPR to put the whole operation under the Atlantic Ferry Organization (""Atfero"")"
"to only a single bomb and mission did not endear it to the Air Ministry, who required more flexibility of their aircraft. In mid 1940, a principle had been established that the manufacturing of only five types of aircraft should be pursued – two of these being fighter aircraft and three being bombers; Wallis' vision for a six-engine bomber equipped for only a specialised bomb conflicted with this concept. However, Lord Beaverbrook committed support for the project, co-operation from both the Ministry of Aircraft Production and the Road Research Laboratory would be forthcoming to aid Wallis in developing his plans."
"usefulness of an unarmed bomber, even after the prototype had shown its capabilities. With design of the DH.98 started, mock-ups were built, the most detailed at Salisbury Hall, where ""E0234"" was later constructed. Initially, the concept was for the crew to be enclosed in the fuselage behind a transparent nose (similar to the Bristol Blenheim or Heinkel He 111H), but this was quickly altered to a more solid nose with a conventional canopy. The construction of the prototype began in March 1940, but work was cancelled again after the Battle of Dunkirk, when Lord Beaverbrook, as Minister of Aircraft Production,"
"for the British forces known as the RAF Ferry Command and subsequently The Atlantic Ferry Organization (ATFERO). Bickell served two years with the British Airplane Supply Board. Along with other important businessmen and industrialists known as the 4 Busy B's with Beaverbrook, (former Prime Minister) R.B. Bennett and Beverly Baxter (M.P.). Bickell was recruited by his friend Lord Beaverbrook to become one of the famous ""dollar-a-year"" men who headed up wartime industry and special projects. In 1942, he returned to Canada to become the president and chairman of the board of Victory Aircraft Ltd. in Malton, Ontario, the largest airplane"
"In 1917 arrangements were made to send other artists to France including Kennington, Nash, Nevinson, William Orpen and William Rothenstein. John Lavery and others were recruited to paint pictures of the home front. Early in 1918, responsibility for the British war artists was passed to the British War Memorials Committee, BWMC, when the Department of Information became the Ministry of Information with Lord Beaverbrook as its Minister. Rather than focus on short-term propaganda, the main aim of the BMWC was to create a lasting memorial to the war in the form of a national Hall of Remembrance. To this end"
"working on a railway survey. In 1910 he had a monoplane floatplane similar to the Bleriot XI and powered by a Alveston engine built by Borwick and Sons of Bowness-on-Windemere. This failed to fly, but a second floatplane built in 1911 was successfully flown on 13 February 1912. In 1911 he designed the Lakes Waterhen for the Lakes Flying School. During the first world war he was commissioned in the Royal Naval Air Service, later Royal Air Force and was employed on the inspection staff. Between 1918 and 1925 he worked in the test department at Rochester for Short Brothers"
"of these channeled financial help to the mother country (the Netherlands) and Britain. Aruba in the same island group had a similar group. Other places in the Americas with such groups were: Aircraft purchased through groups of Fellowship of the Bellows went in particular to these squadrons: Fellowship of the Bellows The Fellowships of the Bellows were loosely organised international groups formed during World War II to collect funds for the purchase of aircraft for the Royal Air Force. Lord Beaverbrook, owner of the ""Daily Express"" and Minister of Aircraft Production in Winston Churchill's war cabinet, and soon to be"
"First World War where he was mentioned in despatches and awarded the Distinguished Service Order. He entered David Lloyd George's coalition government as Parliamentary Secretary to the Air Board in December 1916, an office that was renamed Parliamentary Secretary to the Air Council in November 1917. In January 1919 he became Joint Parliamentary Secretary to the Ministry of Munitions. Already in April 1919 he was made Under-Secretary of State for the Home Department, which he remained until the coalition government fell in October 1922. Bonar Law became Prime Minister the same month, and appointed Baird Minister of Transport and First"
"was that while German fighters available for operations over England fell from 725 to 275, that of the RAF rose from 644 at the beginning of July 1940 to 732 at the beginning of October. The Ministry of Aircraft Production did not long survive the end of the war. A minister with responsibility for both aircraft production and the Ministry of Supply was appointed in August 1945, and the Ministry of Aircraft Production was fully merged into the Ministry of Supply on 1 April 1946. Minister of Aircraft Production The Minister of Aircraft Production was the British government position in"