The Integration of Women in the Air Transport Auxiliary

-

 The Second World War saw an unprecedented utilization of 'woman power' in the armed forces. Yet in the United States and Great Britain these women were overwhelmingly employed in separate organisations (e.g. the ATS, WRNs and WAAF in the UK, or the WAC and WAVES in the US) rather than fully integrated into the military. 

The Air Transport Auxiliary was the exception.

  

The integration of women in the ATA as regular employees meant that the women enjoyed the same conditions and terms of employment as their male colleagues. Thus, the women of the ATA wore the same uniforms as their male colleagues except for being allowed to wear a skirt instead of trousers for 'dress' occasions. This uniform consisted of a dark blue, single-breasted uniform tunic, light blue shirts and a black tie. When women wore a skirt they were supposed to wear black stockings, but many ignored this 'regulation' and wore skin-coloured stockings instead. In addition, pilots -- whether men or women -- were issued with fleece-lined flying books, helmets and goggles, and even the infamous 'Sidcot suits'  (leather overalls with detachable linings very useful in cold weather). They were allowed to purchase at their own expense the coveted "Irvin Flight Jackets" worn by the RAF. In contrast, the women in the ATS, WAC, WRNs, WAVES and WAAF, in contrast had similar but not identical uniforms. The women with the WASP had no uniforms at all until 1944 and it was a completely different colour than of the USAAF uniform, underlining the separateness of the organisation rather than furthering integration.

In the ATA women were also entitled to hold the same ranks as men if they had the same qualifications and wore the same rank insignia. Again, this marked a notable deviation from the practice from the women's auxiliary services with the armed forces. Women serving in the auxiliaries held equivalent -- but different -- ranks. (E.g. Assistant Section Leader vs Pilot Officer etc.) The ATA ranks started with cadets, for those in training, followed by Third, Second and First Officers depending on the kind of aircraft (single-engine, twins or heavies) the pilot was qualified to fly. The more senior ranks of Flight Captain, Captain and Commander designated command responsibilities rather than flying qualifications. 

Significantly, ATA ranks were fully independent of previous ranks and status. Thus an RAF air vice marshal and a Royal Navy rear admiral went through the full routine, starting out as 'cadets.' This practice was rare in a class-conscious society and benefited those who were less privileged. It put the emphasis squarely on what an individual was doing at the ATA with no 'perks' for past profession, wealth, title, age or sex. 

All pilots benefited in equal degree from the excellent medical services provided. One the one hand, the ATA was entitled to the use of RAF facilities if these were readily at hand, but in addition the ATA maintained its own medical facilities staffed by doctors and nurses of the ATA. The medical care provided by the organisation was free-of-charge to all employees -- and not just for emergencies. Last but not least, all pilots flying with the ATA were covered by life and disability insurance. While women in the women's auxiliaries were largely covered by the branch of service they supported, the WASPs in the US were entitled to neither medical care nor insurance. 

Most astonishing of all, although initially compensated at a lower rate then men -- as in civilian society generally and all the other women's services, from June 1943 onwards, women pilots in the ATA enjoyed the same rates of pay as men. The change in pay came at a time when ATA women were qualifying on ever larger and heavier aircraft, entitling them to the higher salary. This was more than a symbolic victory. Pay for a First Officer (a pilot qualified to fly four-engine aircraft) was GBP 700 per year or more than double of a Third Officer, qualified only on single-engine aircraft. 

A former ATA woman pilot is one of the leading female protagonists in the Bridge to Tomorrow Trilogy about the Berlin Airlift.  Find out more about the series at: https://helenapschrader.net/bridge-to-tomorrow/

Watch a video teaser here: https://www.youtube.com/watch?v=Y7rS_Mwy3TU 

                                      

Buy Now - Amazon!                                      Buy Now - Amazon!                             Buy Now - Amazon!

Buy Now - B&N                                               Buy Now - B&N                                    Buy Now - B&N

 

 

Comments

Post a Comment

Popular posts from this blog

The Challenges of Flying on the Berlin Airlift

-
Image
  Wherever they came from or whatever national or corporate symbol decorated the fuselage of their aircraft, the pilots of the Airlift were thrown into a situation that was unprecedented. They might be first-rate combat or airline pilots, their courage tested, their experience extensive and the number of hours flown impressive, but none of them had ever flown in quite the same circumstances as they now found themselves. No where else in the world did aircraft have to fly in very narrow corridors over hundreds of miles like cars on a motorway maintaining a safe distance and to the extent possible the same speeds.  Initially aircraft flying to and from Berlin had to share the same narrow corridors just 20 miles wide and 10,000 feet high. To reduce the risk of collisions, however, it was soon decided to pour aircraft into Berlin on the northern (Hamburg) and southern (Frankfurt) corridors but fly them out again on the central (Hanover) corridor. This helped somewhat, but could no...
Read more

The Crew - Wireless Operator/Signaller

-
Image
   It took a team to fly a bomber in WWII and the wireless operator served as the vital link between the aircraft and its base, other aircraft and rescue services. Lancaster Wireless Operator, Imperial War Museum, The limitations of airborne communications systems combined with the need for radio silence to the extent possible meant that in practice pilots very rarely communicated by radio either with other aircraft or with the ground. Instead, wireless communications, which could be more easily encrypted, were used to the extent possible. As with so many other aircrew trades, wireless operators were also initially expected to man one of the guns. With the introduction of dedicated gunners later in the war, however, the wireless operator was "freed" to focus on all aspects of communication from the intercom to the wireless, but also including signalling, i.e. aldis lamp and firing flares. Due to his training, the wireless operator was often expected to be able to repair any ...
Read more

Airlift Humour

-
Image
 The Berlin Airlift was notorious for the banter among crews and between crews and controllers. Almost all veterans remember with amusement the wit that filled the airwaves. Unfortunately, very little of that chatter was recorded -- and much of it would probably have been unprintable anyway! This essay can only provide a faint echo of the lively repartee by reporting what veterans remember and shared. Surprisingly, General Tunner, otherwise a terrible stickler for flying “by the book” and following rules to the letter, recognised the importance of this “wisecracking” and joking. Professional that he was, he realised that bored pilots are more likely to get careless and so more likely to make mistakes – particularly in an environment like the Airlift where precision counts. The fact that he tolerated the flippancy and non-regulation communication that filled the airwaves during the Airlift is testimony to its importance. And everyone who flew the Airlift remembers it with affectio...
Read more