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on the Amendments to the Railroad Retirement Act enacted in 1946, would be impressed with the contention made by him that the railroad retirement system has not added substantially to the net cost of railroad operation.

I believe that we could well take a leaf out of the railroad retirement history. I shall refer to that history again before I am through. The main point which I wish to make here is that, just as in the railroad history, the retired problem for pilots is a problem for the air line industry. And just as the workers bear half of the cost of the railroad retirement system, the pilots stand ready to pay half of the cost of any rational pilots retirement system. 

IV. Employer Action on the Retirement Problem has been Limited.

It would be unfair to say that the air lines have been altogether unaware of the problems of pilot retirement. Five American air lines have established retirement systems beginning with the United in January 1941; Pan American in March, 1941; American in October of the same year; Braniff on June 30, 1943; and Eastern on October 1 of this year.

Of the 22 American air lines (I include Panagra in this category) only 5 have adopted any form of retirement system. The companies which have retirement systems are the larger ones--but half of the pilots are employed by companies which are making no provision of any kind for pilots' incomes after retirement--or, for that matter, any other employees.

A goodly number of pilots are buying annuities for themselves. But that is a highly expensive way of doing the job and it will not solve the problem for the bulk of the men. 

All of the five air lines having retirement systems have recognized that the problem of pilots is different from that of other male