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Mr. G. D. Goss - 2  March 19, 1968

for the Flying Physicians Annual Scientific Meeting and which was reprinted in the January AIR LINE PILOT. (I have given essentially the same paper many times at various aeromedical meetings and at Flight Safety Foundation and ALPA Air Safety Forums.) While I believe this data raises a valid question which has never been initially examined, I have never claimed that this data is "conclusive proof". It simply is not. Further, I know of no recognized aeromedical authority who considers it proof of anything other than that pilots sometimes die in airplanes. More and more of them are beginning to state publicly that this is more than just a medical problem and that it deserves a serious multi-disciplinary study. I know of no one who will presently go any farther than that.

Therefore, I believe we are on very sound ground calling for a study and the FAA's increased obligation because of the new national policy regarding age discrimination. I believe we are not on solid ground calling for an evidentiary hearing or arbitration process unless evidence is available of which I am not aware. In fact, I believe our greatest present danger is that the FAA might accept our proposal and promptly call for a hearing. I do not know of any other group which would support us. I do know that the following groups, at least, are on record in support of the age 60 rule:

(a) Aerospace Medical Association.
(b) American Medical Association (through their Aviation Subcommittee). 
(c) IATA (and I know of no change in the official ATA position).

The Effect of the Petition on the Total Age 60 Program. I believe calling for an evidentiary hearing at this time cannot help, and quite probably will adversely affect, the over-all program. I think our chances of getting a favorable decision in an evidentiary hearing are infinitesimal at the present time but that there are several favorable developments which may result in a considerable change in attitude in the near future. They are:

(a) Developments within ICAO.
(b) Developments within the FAA.
(c) Developments within the ATA (including EAL Vice President Higginbottom).
(d) The ALPA program to do a meaningful study of the problems of in-flight incapacitation at Ohio State.
(e) A similar program currently being seriously considered on United Air Lines. 
(f) A program currently being done in BEA training and checking programs. 
(g) The ALPA program to develop meaningful statistical and other data regarding all ALPA retired pilots.

There may also be others. However, it seems considerably less than prudent to embark on a major program without serious evaluation of all aspects, including developments such as these.

One of the major dangers here is that premature action on our part can force other interests to take a rigid position before they are ready to change, particularly when, to the best of my knowledge, adequate evidence is not available.