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This order was attacked by the ALPA and was stayed when both pilot groups agreed to arbitration. After a total of two years of dispute the final list was resolved on the basis of 2/3 credit for length of service and 1/3 credit for status or ration by category. 

WEST COAST and EMPIRE:
Both airlines flew identical equipment. The combined list was based on a formula as follows:
1. Compile a list based on straight length of service.
2. Compile a second list based on ratio.
3. Combine lists #1 and #2 by allowing 1/2 the difference between a pilot's position on the two lists. 
Example - Pilot Jones was #10 on list one. On list two he was #16. That was a difference of six numbers. On the final list he became #13.

BRANIFF and MID-CONTINENT: Equipment - Braniff - DC6, DC4, DC3
Mid-Continent- CV240, DC3
The arbitrator accepted the proposal of the Braniff pilots. In general it is as follows: The integration should be on the basis of a ratio by equipment category. It was the decision of the arbitrator that the integration could most equitably be accomplished by an evaluation not only of the positions pilots held on currently owned or operated equipment, but on probable positions pilots would hold, within their separate airlines, if the two airlines acquired the new equipment they had on firm order, received certain daily utilization of the new aircraft, and disposed of aircraft currently in use as it was replaced. The two airlines had a minimum of route duplication, It is now two and one half years since this formula was propounded. The assumptions then made concerning equipment owned and utilization attained have proven false. Consequently the unfairness of the seniority list based on these assumptions is evident but the list was approved by the majority of the board (The two Braniff pilots and the neutral arbitrator) and is binding. 

FLYING TIGERS and SLICK:
Although this merger did not take place, the two pilot groups had completed their negotiations, a combined list had been completed and this list would have been binding had the merger been consumated. For this reason this case is also important. The agreement followed the same general pattern as the BNF-MC merger. The equipment was almost identical. The most senior Slick pilots lost an average of 2 years. The middle and majority lost 4 years and the junior men 3 years. Inasmuch as there was to be a great consolidation of routes, Slick pilots would have been furloughed while Tiger pilots with less service would have stayed on. In a few cases Slick pilots would have gained 25-50 numbers had they left Slick and gone to work for the Tigers AFTER THE MERGER ANNOUNCEMENT.