Viewing page 24 of 63
This transcription has been completed. Contact us with corrections.
THE AIR LINE PILOT February, 1947
The Convention Mainsprings
Much of the success or failure of a Convention hinges on the work of the committeemen whose off-the-floor work is reflected in on-the-floor action. By the same token, the success or failure of the committee itself relies to a large extent on the men who make it click... the committee chairmen. Committee work is arduous, strenuous, and painstaking and much of the burden is borne by the chairman. All chairmen of the Ninth Annual and Biennial Convention, numbering nine, were carefully chosen for their background, temperament, qualifications, and special talents which adapted them to their specific assignments. The climax to their work comes when the resolutions they have labored over in the committee rooms are presented to the delegates for action during the floor sessions of the Convention. Here are the Ninth Convention committee chairmen in action on the rostrum: (1) J.H. Roe (TWA), Chairman, Committee on Grievances and Membership; (2) P.C. Walters (MCA), Chairman, Committee on Nominations and Resolution; (3) J. M. Marcum (PAA), Chairman, Committee on Engineering and Air Safety; (4) H. J. Bernier (PCA), Chairman, Committee on Finances, Dues and Pensions; (5) G.T. Tremble (UAL), Chairman, Committee on By-Laws, Civil Air Regulations, and Legislation; (6) H. B. Cox (AA), Chairman, Committee on Employment Agreements, Salaries, Hours, and Employment Conditions (Domestic); (7) W. B. Wallace (PAA), Chairman, Committee on Employment Agreements, Salaries, Hours, and Employment Conditions (Foreign); (8) G. M. Sheridan (EAL), Chairman, Committee on Housing and Organization of ALPA; and (9) F. H. Goslin (PAA), Chairman, Copilot Committee.
Handicaps Many; Progress Great
(Continued from Page 2, Col. 4)
which could be found only in an Association-owned building planned and built to meet Headquarters needs. In substantiation of this, President Behncke pointed to the highly unsatisfactory piecemeal office space arrangement that the Association has been forced to put up with during its formative stages, the war years and the transition period because it was impossible either to build or obtain suitable office space.
Building Vital
He added that unless ALPA did build itself a suitable home office, Headquarters would suffer from an efficiency standpoint and would not be able to cope with the terrific amount of work that is continually becoming greater in volume and falling with more telling impact on the shoulders of ALPA daily.
"In the plainest words," he said, "we need a place to work or we will not be able to get our work done."
Despite the handicaps imposed by lack of adequate work space, a tremendous amount of work was accomplished in the last two years, Mr. Behncke emphasized in his report on ALPA's individual departments, quoting the following statistical summaries of departmental activities, as well as the over-all activities of Headquarters in which all departments play an active role:
The Employment Agreement
COMMITTEEMEN
(Continued from Page 3, Col. 3)
Goslin, PAA, Chairman; J. W. Burth, PAA; J. L. Raabe, PAA; F. S. Blaney, TWA; (second row, l. to r.) E. P. Reed, AA; G. W. McHam, AA; J. H. Graham, MCA; R. M. Stair, PCA; J. W. Grissom, Braniff; R. F. Eckert, PAA; F. W. Saul, PAA; J. R. Lyons, AA; W. H. Burkhalter, TWA; (third row, l. to r.) R. G. Derickson, TWA; J. W. Stone, WAL; L. E. Place, EAL; J. M. Phillips, TWA; H. Averett, Delta; D. L. Rogers, PAA; J. T. Carroll, C&S; A. H. Weidman, AA; (fourth row, standing, l. to r.) W. A. Fife, UAL; V. M. Williams, UAL; R. L. Boynton, UAL; N. D. Whiston, EAL; C. W. Hart, Continental; L. A. Pigeon, NWA. All copilot delegates were members of the copilot committee.
(10) ELECTION COMMITTEE: (L. to r.) J. M. Marcum, PAA; H. B. Cox, AA; G. T. Tremble, UAL; J. H. Roe, TWA; H. J. Bernier, PCA. The election committee was composed of chairmen from other committees.
Department has negotiated 136 employment agreements, supplements, letters of understanding and amendments since its inception. The time spent in direct negotiations, mediation and arbitration covering these documents aggregate 90 months and 26 days and necessitated approximately 2,504,000 miles of traveling. President Behncke himself spent a total of 1,274 days at conference tables in direct negotiations, mediation and arbitration. To prevent this from falling too lightly on some, this is three years and 179 days- think that one over.
ALPA's Grievance and Conciliation Department handled a total of 105 cases, of which 49 cases were won, 6 lost, 16 withdrawn, and 34 are still pending. In addition to grievance matters, ALPA's Grievance and Conciliation Department, in conjunction with the Washington Office, also handled license suspension and revocation cases of which 13 are still pending, nine were won and only five lost.
Publicity Department Active
In addition to handling the AIR LINE PILOT, ALPA's expanded Publicity and Public Relations Department wrote and distributed a total of 72 news releases to over 1,000 selected radio stations, wire services and newspapers during 1946 and obtained publication of five special magazine articles. ALPA's publicity during this period embraced such widespread activities as the TWA emergency board hearing, TWA strike, grounding of the Constellations, the TWA arbitration, and Congressional hearings on air safety.
The Engineering and Air Safety Department took part in crash investigations, CAB hearings, and numerous conferences resulting from major air line crashes during the past year, as well as taking a major part in airport planning recommendations, demonstrations and conferences on engineering and air safety topics.
ALPA's local councils have continued to expand rapidly in number in order to keep pace with the rapid expansion of the air lines. They now total 69 active councils with applications for 12 new councils pending. The liaison agency between Headquarters and the councils is the Council Coordination and Administration Department.
Vital Actions Herald Expansion
Mr. Behncke dwelt at considerable length on the TWA emergency hearings, strike, and subsequent arbitration and the effect it had on the air line pilots and the Air Line Pilots Association during the long period it was in controversy.
Here's What It Takes
He explained the amount of work which is required in procedures of this kind - 3,465 pages of record and 266 exhibits in the New York emergency board hearings and 1,392 pages of testimony plus 129 exhibits in the arbitration; not to mention the weeks, and often months, of groundwork that goes into their preparation.
Arbitration and emergency board proceedings rather than strikes will become more frequent in the air line pilot representing scheme, he pointed out, and ALPA must be geared to handle them whenever necessary.
Six Vital Actions
Undoubtedly the six most vital actions of the Convention were those which formed the basis for ALPA expansions: (1) authorization of the new Headquarters building, (2) the dues revisions, (3) creation of the Executive Board, (4) provision for an executive vice-president for the Association, (5) the installation of field offices, and (6) reactivation of pension legislation efforts.
All six of these actions will have far-reaching implications. In its new building, ALPA will have not only a home of its own but a tangible asset; the new dues setup will not only produce additional working capital, but will tax a pilot in the democratic way according to his ability to pay; the Executive Board will provide an interim working authority between Conventions; the executive vice-president will relieve ALPA'S head of many minor executive chores which were becoming a prohibitive burden; the field offices will remove many details from the Headquarters work picture, speed up many phases of ALPA'S activities, reduce the extensive traveling presently done by Headquarters personnel, and in general provide additional liaison links between the field and Headquarters.
Building Plan Started in '42
In giving its full authorization for the new building, to be built preferably in the vicinity of the Chicago Municipal Airport, the Ninth Convention completed the work that was begun in the 1944 Convention and by a previous vote of the Board of Directors of the Air Line Pilots Association. On August 22, 1942, the Board of Directors authorized the $14,000 for the purchase of land on which to locate the building. The 1944 Convention authorized an additional $75,000 as a building fund, and the Ninth Convention completed the action by giving final and full authorization. The estimated cost of the new building, based on current building prices, is $300,000 exclusive of the land.
The second high light of the Ninth Convention was the establishment of the new Executive Board replacing the old Central Executive Council which had become outmoded by the tempo of air line expansion during the war and reconversion period. The Central Executive Council served its purpose efficiently and well in the formative and development years of the Association, but had ceased, due mostly to lack of positive deciding power, to be capable of functioning as the central governing body of ALPA.
Briefly, the new Executive Board completely replaces the Central Executive Council as included in the Constitution and By-Laws on pages 44 and 45. It is composed of the master chairman and senior copilot representatives, one of each from every air line, giving complete representation to all pilots from all air lines, whereas the Central Executive Council had represented 10 air lines, 26 local councils and 3,007 active members.
Considerable more power was delegated to the new Board than was enjoyed by the CEC. Its power is second only to that of the Convention-final and binding on al ALPA members-subject only to review and approval or disapproval by either Convention action or a majority vote of the Board of Directors. In essence, it is actually a streamlined Board of Directors with authority to make vital decisions and act swiftly in a crisis.
New Dues System
Under the revised dues assessing and collecting procedure, the Convention accomplished the dual ends of actually putting into effect an over-all percentage increase while, at the same time, prorating it on the basis of ability to pay according to yearly rates of compensation of the individual pilots. It is the first revision in ALPA's method of administering dues since the 1939 revision and By-Laws, although the idea had received considerable previous discussion.
The new system will be put into effect for the third quarter, permitting time for the Statistical and Research Department to accomplish the work necessary for inauguration of the plan. It is anticipated that there will be slight alterations by the Executive Board, but no substantial change of original idea.
Detailed plans are already being worked out for the establishment of the field offices authorized by the Convention-one on the East Coast and one on the West Coast-which are to be conducted on an experimental basis at locations to be selected by the President.
Aside from its vital administrative actions, the Ninth Convention was also an air safety-minded Convention that placed air safety high on the agenda of Association activities and passed 66 technical, semi-technical, and legislative air safety recommendations to be used as a guide "in order to promote the highest degree of air safety attainable."
President Behncke has repeatedly pointed out that ALPA has
(Continued on Page 5, Col. 1)
February, 1947 THE AIR LINE PILOT Five
FOR ALPA, A STAKE IN SAFETY
(Continued from Page 4, Col. 5)
spent approximately 50 per cent of its time in promoting air safety, and the Convention recommended that the Association should exert every effort to secure fulfillment of the all-inclusive recommendations which reflected the predominating viewpoints of ALPA's membership as ascertained through a poll of all local councils.
Revival of a politically independent Air Safety Board headed the list of 66 recommendations and passed unanimously without a dissenting vote. This is the voice, clear and unmistakable, of all of America's air line pilots. Surely, that cannot be equaled. The recommendation read:
"That an independent Air Safety Board be activated at the earliest possible moment, such Board to be composed of five members, including at least one air line pilot. In order to induce air line pilots of the highest calibre [caliber] to accept such a position should be allowed to retain and accrue seniority."
Air Safety Recommendations
Other important recommendations embodied in the list were: "That the first three of all new and rebuilt air line airplanes be service-tested in actual air line operations for a minimum of 1,000 hours, under the most grueling, all-condition air line operation on the airways, without passengers but with maximum gross loads flown by pilots with parachutes. Permit carrying mail, express, cargo during the proving period.
"That airport lighting be improved by: (a)Extend approach lights at a much greater distance from both ends of at least one runway, with both sets of suck end of runway approach lights extending a minimum of 3,000 feet; (b)Stronger runway lights and more distinctive lighting to avoid confusion with street lights and other miscellaneous lights and reflections;(c) All runway lights should be designed and made adjustable so as not to be rendered ineffective by snow and ice; (d) Develop daytime airport lighting for use under poor daytime visibility conditions; (e) All runway and airport lighting should be designed to eliminate all glares and dangerous reflections; and (f) Distinctive taxi lights, preferably blue in color, should be provided at all airports at the earliest possible date.
"All airport runways should be of sufficient length to allow for landing under conditions of wet surface, poor visibility, ice and precipitation on windshields, and ice on aircraft and runway surfaces.
"Immediate installation of VHF two-course radio range facilities.
"Install terrain markers in the way of lights within the normal maneuvering area of each airport where radical differences in terrain exist.
"Provide clear channel radio communications for approach control purposes.
"Cockpit lighting should be improved.
"Air line aircraft windshield should be designed for maximum visibility under all conditions.
"Removal of mental hazards of pilots induced by excessive regulation and harassment.
"All airports need a rigid overhauling of their obstructions lights to make them meet the minimum standard of federal regulation.
"Adequate and readily available snow removing and mobile fire fighting equipment at regularly scheduled air carrier airports should be mandatory. Presently there are a number of airports on which a fire could occur due to a minor landing accident which would completely destroy the aircraft and very likely burn to death passengers before fire apparatus could arrive.
"Each air line aircraft should be equipped with dual automatic direction finders with double needles combined in each instrument and one instrument for the first pilot and one for the copilot suitably lighted.
"That paperwork in the airplane be limited to an irreducible minimum.
"Automatic pilots should be installed in all aircraft at the earliest possible date.
"That all air carrier aircraft should be equipped with high intensity red-warning light, preferably on the nose, so designed as to be visible for not less than 20 miles through a vertical and horizontal are of 10 degrees. This light should be designed so as to provide warning to a pilot when his aircraft is in collision danger zone, by means of a bright central beam in the center of such light.
"That the CAA should cease giving certificates of waivers for equipment not meeting standards.
"That all air carrier aircraft should be equipped with an approved type radio altimeter for use as terrain clearance indicator and as a check on pressure altimeters.
"That research be initiated to provide improved emergency type exits and more practical location of same.
"That authority be returned to the cockpit. A pilot should be allowed to descend to a minimum specified altitude and land if weather conditions existing are found to be above or at those specified for the particular airport."
The recommendations also stated that every effort should be made toward elimination of the hazard of fire in flight, including among its recommendations that cell tanks be substituted for integral wing tanks which provide a source of danger in even a minor crack-up.
ILS and GCA
On the subject of Instrument Landing System and Ground Control approach, the Convention recommended:
"That in view of the availability of ILS,this installation should be adopted, in accodance with the recommendations of the air line pilots appearing before congressional investigating committee, at all regular airports with further additions of GCA facilities as they become available. The merits of both these systems are recognized."
Other subjects included in the remaining 44 recommendations were engineering of new aircraft: administrative factors which affect air safety; airport improvement and maintenance: mechanical factors: navigational facilities: standardization of flight instruments, provision of better functioning navigational instruments: weather reporting stations and procedures: reactivation of discontinued airway aids: qualifications of aircraft dispatchers: CFR flight plans; terrain errors on current maps;emergency escape equipment;fog dispersal; and coordination between Army, Navy, and Air Traffic Control in handling aircraft.
Reactivation of efforts to obtain a federally legislated pension for air line pilots was another high light of the Ninth Convention. Prior to the war considerable progress had been made by ALPA Headquarters and Conventions to establish a pension plan. The prewar and war years, however, put a stop of this and it remained status quo in the interim. At the Ninth Convention a committee was appointed and expenditures authorized to take necessary steps toward procuring federally supervised pension legislation, patterned the Railway Pension Laws modified to be applicable to air line pilots.
The committee appointed by the Ninth Convention was given
(Continued on Page 7, Col.3)
[[image]]
Here is the architect's scale model of the proposed new $300,000 home of ALPA authorized by the Ninth
Convention on the recommendation of ALPA President David L. Behncke. It is contemplated that the building will be located in the vicinity of the Chicago Municipal Airport. Steps toward an APLA-owned Headquarters building have been taken over a period of years since 1942 when the Board of Directors appropriated funds for the land and the 1944 Convention earmarked $75,000 as a building fund. Ultra modern and planned for efficient operation of all ALPA departments, the building was designed by Scott Twerdahl,Chicago architect, following the basic suggestions of Mr. Behncke.Actually, the building will represent a savings and not an increased cost for the Association for amortization payments will run no more than the rent on present Headquarters space.
PRESIDENT BEHNCKE SAID:
------------
Sound logic, deep sincerity of purpose, and a guidance born of long experience permeated the five-and-one-half-hour opening extemporaneous speech of ALPA President David L.Behncke at the Ninth Annual and Biennial Convention of the Air Line Pilots Association which veteran Convention delegates called "his best."
In the photos at right , APLA's President who was also chairman of the Convention, is shown in action as he reviewed, recommended, advised, and urged the Convention to "build a strong ALPA," repeating again and again "whatever you do, build."
IN PHOTO 1, MR. BEHNCKE IS SHOWN AS THE CONVENING GAVEL FELL AND THE CONVENTION WAS OFFICIALLY OPENED WITH HIS STATEMENT: "THE NINTH ANNUAL CONVENTION OF THE AIR LINE PILOTS ASSOCIATION IS NOW IN SESSION. THE FIRST ORDER OF BUSINESS WILL BE CALLING OF THE ROLL."
Photo 2 shows Mr. Behncke in one of his many eloquent and dynanic pleas for an expanded and strengthened ALPA: "you gentlemen have come together here in a democratic way under the machinery of a democratic organization and procedure to indicate what you desire to have done. My only plea is don't destroy but build and expand that your organization will be sufficiently strong and capable of taking care of your every need in the trying periods that are bound to be ahead.
"Gentlemen, in this business of representing people where dollars and cents are involved, some 40 million of them every year, there are never any times ahead that are not going to be rough, and filled with trials and tribulations and problems and undertainties and dangers to your rates of compensation and your rules and your working conditions and to the safety of those conditions and everything else that is near and dear to you. I say you are here to build and I say to you "Build." And I say and I plead with you, from the bottom of my heart, build wisely and sanely, but build."
Cautioning against the foes of the Air Line Pilots Association in Photo 3, Mr. Behncke states: "Strong men stood in the breach and protected you. You owe much to the TWA pilots. You owe much to the TWA conferees that stood in the breach that day and said 'no,' We could have gone ahead by some wobbly method, the easy course, and said, Oh,let's take the easy road.' We would have burned your rules, your contracts, your individual agreements that are the most priceless things to you that have been created in your conditions of employment."
Other high-light quotations from Mr. Behncke's inspiring speech follow:
"There is a way to do all things. There is a right way and a wrong way. It is easy to destroy. It is terrifically hard to build, to create. The recommendations I am making here today before this Ninth Convention are based on 16 years of representing experience, working with ALPA every day and dreaming it every day and night while not actually on the job."
At this convention, we are going to turn our eyes to the future. We are going to point out and recommend as best we can as to what we must do to enlarge our representing Association, to stay in line with the growth of the air line business and with the trend of the times.
We have enlarged to unbelievable proportions in comparison to what we have been in the past, but we have only begun. Issues will come before this convention that probably are more vital than any that have ever come before any previous conventions. We are at this time in a crisis-the postwar crisis that is probably as great as the one we experienced in the early thirties when the Association was formed."
"ALPA must be strong in every way to protect you. I have spoken from this rostrum, this is the ninth time, and each time I have sounded a warning: Build up your central treasury; make it sound, make it stable, so that you can weather any storm.,
"This is your organization. It is a democratic organization. It is up to you to say what is to be done. You have given all the machinery, all the counsel, everything else through which to speak, and it is here for you to use. But, on the other hand,democracy is something that is the voice of the people. It is a very fluent thing, a very right thing, but it is also a delicate
(Continued on Page 7, Cols. 3 and 4)
[[three images]]
