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Four THE AIR LINE PILOT June, 1947 ⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼ ALPA's Recommended Safety Margin: 10,000-Foot Runways [Aerial picture of Grand Central Parkway and surroundings where airliner crashed.] [Legend of aerial picture: HERE'S WHAT'S NEEDED Dotted lines radiating from aerial photo of LaGuardia Field indicate how short of maximum safe runway lengths -- 10,00 feet---the runways at New York's major air terminal are. It is a condition that exists not alone at LaGuardia, but at the majority of the major airports in the country. Runway lengths are inadequate for today's planes and there will continue to be takeoff and landing crackups until they are extended to proper safety lengths; 7,500 feet as an absolute minimum, with room for extension to 10,000 feet for a complete margin of safety. LIVES vs. FOOTAGE This extension of runway 18 at LaGuardia Field to 10,000 feet would have prevented tragedy when pilot was unable to take off with his 60,319 pound gross weight plane and, cracked up at spot indicated by legend on aerial photo. ALPA has for years recommended 10,000 foot runways. --Acme Photo] Skimpy runway lengths, incapable of supplying the necessary margin of safety for high speed, modern day planes in an emergency, spell eventual disaster. The price paid for the lack of an additional 2,500 or so feet of runway in the crack-up of a UAL air liner at LaGuardia Field, N. Y., on May 29 was 41 lives. ALPA has long advocated and championed runways no less than 7,500 feet capable of extension to a maximum of 10,000 feet. The above photo-diagram shows how far short of this mark the LaGuardia runways are. The glaring fact, and an irreconcilable one, in the LaGuardia crash was: The runway was far too short in an emergency. The pilot, Benton R. (Lucky) Baldwin, who miraculously survived, did the only thing possible to avert disaster when he tried to ground loop and stop the DC-4, hurtling at 100 miles an hour, when it failed to become air-borne. But all the piloting skill in the world couldn't compensate for the lack of runway footage providing the additional margin of safety to which both the air traveling public and the pilot is entitled. This runway cost one human life for the lack of each 61 feet of length that reasonable safety margins indicate are necessary. If an expenditure of money could buy life back into these 41 persons, there is no doubt that it would be forthcoming. That is impossible, but adequate length runways can provide insurance against future repetitions of the tragedy of death-trap runway eighteen at LaGuardia Field. ⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼ Policies Set by Executive Board (Continued from Page 3, Col. 4) ⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻ important, but if a choice must be made, probably its most important actions were those of a policy-setting nature which will chart the immediate future course of ALPA on many vital problems, serving as a guide, as well as a basis of authority for Headquarters. These actions, some of them definitely of an internal nature and others of an equally distinctive external nature, included: ● Formulation of policies regarding employment agreements and negotiating procedures. ● Adoption of a resolution vigorously opposing psychological tests for air line pilots such as the so-called screening and aptitude test, and the more recent Civil Aeronautics Administration's actions and attitude on the matter. ● Taking of an official stand by ALPA in opposition to the chosen instrument legislation pending in Congress. ● A firm stand by ALPA against the move for international encroachment on American air line pilots' rules and working conditions through the section for physical requirements of air line pilots under the Civil Aviation Organization (ICAO) standardization program. ● Setting a pattern for pilots' seniority list merging procedures to be followed in the United Air Lines' purchase of the Denver-Los Angeles Division of Western Air Lines. Administrative Actions Actions of the first ALPA Executive Board which fell into an administrative category were: Limiting the number of air line pilot negotiating conferees to which Headquarters will pay flight pay loss on any one air line to five; appointment of interim committees from the membership of the Executive Board to assume duties formerly relegated to the Central Executive Council between Board meetings; appointment of a five-man committee to proceed with plans for the establishment of an air line pilots' credit union; authorization of a completion of payment of TWA strike benefits from the Central fund and setting a deadline after which action will be taken against ALPA delinquents of every character; and authority for headquarters to proceed with establishment of three regional field offices instead of two, authorized by the Ninth Convention, on which basic preliminary groundwork has already begun. The committee appointed to proceed with the establishment of an ALPA credit unit, tentatively designated as the "Air Line Pilots Credit unit and Mutual Aid Plan," will be composed of G. C. Duvall, serving as chairman, of Local Council No. 25, TWA-Chicago; F. A. Spencer, of Local Council No. 39, AA-Chicago; H. G. Portman, of Local Council No. 12, UAL-Chicago; K. D. Wright, of Local Council No. 43,Delta-Chicago; and F. P. Koupal, of Local Council No. 20, PCA-Chicago. Authorize Land Purchase The land authorized for purchase by the Executive Board, which is the first step towards ALPA acquiring a building of its own, was selected by President Behncke and comprises a 700 by 300 foot cho8ice plot with two-street frontage on the northwest corner of Cicero Avenue and 55th Street, immediately adjacent to the Chicago Municipal Airport, which is the only desirable vacant property left in the vicinity of the Chicago Municipal Airport. Pertaining to engineering and air safety questions and problems, the Executive Board adopted a proposal that ALPA exert its "influence and effort to obtain abolishment of the practice of Air Traffic Control (ATC) of giving an altitude and restricting it to CFR when an instrument flight plan has been filed, and discussed ferrying and piloting of transport aircraft with inoperative engines, first pilot qualifications on new and alternate routes, and pilot rest periods. The Executive Board also went on record as being "opposed in principle" to the practice of Association members riding with non-Association pilots. The Board laid down a course of action on Pan American Airways grievance cases in which the company has refused to abide by adjustment board decisions. Roster of Delegates Delegates present at this first history-making Executive Board meeting and the air line which they represented were: American Airlines: Chairman W. H. Proctor and copilot representative f. A. Spencer, of Local Council No. 39, AA-Chicago; American Overseas Airlines: Chairman E. J. Martin, of Local Council No. 29, AOA; Braniff Airways: Chairman T. D. George and copilot representative D. O. Henson, of Local Council No. 42, Braniff; Chi ⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻ (Continued on Pag 5, Col. 3) TEN YEARS AGO In full recognition of the importance of the air line pilots' viewpoint on the subject of airplane crashes, Liberty Magazine a decade ago published an article by David L. Behncke entitled "Why These Airplane Crashes?---An Air Line Pilot's Answer." Mr. Behncke gave a careful and accurate analysis of the causes of air accidents and what steps were necessary to solve the air crash dilemma. In the AIR LINE PILOT of June, 1937, this article was reprinted in full(though the courtesy of Liberty Magazine), and in the final analysis Mr. Behncke firmly advocated the establishment of an independent Air Safety Board whose duties would be performed objectively and without political interference. ⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻ Quoted below is one of the outstanding high lights of President Behncke's article. "The air line pilots have long been of the opinion that air transportation should be lifted out of the Bureau of Air Commerce and placed in a separate section of the non-political Interstate Commerce Commission, which is quasi-legislative and quasi-judicial in its procedure, and where proper regulations will be created and enforcement insured. "The Interstate Commerce Commission's long record for increasing safety in transportation speaks for itself. The pilots point out that within the to-be created air transportation regulatory section of the Interstate Commerce Commission there should be created a five-man Air Safety Board, the members of which will be properly fitted, thoroughly experienced, and carefully selected career men and not political appointees. The sole purpose of this safety board will be to safeguard the American air traveling public. This is the air line pilots' answer to the question: How we increase air safety?" A favorable reaction to the establishment of the independent Air Safety Board was a report submitted by the Brookings Institution at the request of the Byrd Committee investigating the subject. This report paralleled the recommendations made by the Air Line Pilots Association and the details were revealed in the June, 1937, issue of the AIR LINE PILOT and are reprinted below. "It is very gratifying to find that the Brookings Institution reports recommends that the Bureau of Air Commerce be transferred to the Interstate Commerce Commission. It further recommends that the independent agencies, including the I.C.C., should remain independent and free from control by the executive branch of the government. As a result of Mr. Behncke's legislative efforts, the first independent Air Safety Board was established on August 22, 1938, which during its brief period of endurance of one year and 10months established a world's air safety record of 22 months without a single air line accident. It was abolished due to a misguided political whim on June 30, 1940. Commending a Senate subcommittee on their effective work in including a labor section in Bill S-2 which would guarantee fair and reasonable wages and working conditions to the pilots and other employees, David L. Behncke in an editorial written in the June,1937, issue of the AIR LINE PILOT said: "The constructive and farsighted attitude of this subcommittee is eloquently expressed in the following excerpt from its report: " 'The ultimate objective of the entire program is a system of coordinated transportation of the nation which will supply the most efficient means of transportation and furnish service as cheaply as is consistent with fair treatment of labor and with earnings which will support adequate credit and the ability to expand as need develops and to take advantage of all improvements of the art.' "Air line pilots will always remember that these men stood firms against attempts of the Air Transport Association to prevent the inclusion of a proper labor section, thereby nullifying the wage and working condition protection extended to them by Congress under the provisions of the present Air Mail Law." The constant struggle waged against the opponents of labor who continually sought to destroy the rights and working conditions of the pilots is vividly reflected in the current, as well as the past history of the Association and the firm determination demonstrated by David L. Behncke and the other courageous men of the Association is truly outstanding and unequaled. It is ironical indeed that the words of ALPA's President published in the AIR LINE PILOT a decade ago and recommendations that they reflect on the subject of saving human life and valuable property, while true then, are proving even far more true today. In the recent short space of two weeks, three of the most terrible and gruesome air line accidents, costing 145 human lives, have been added to prove the words written in this column today and reprove the one written ten years ago. How long can the legislative big wheels in Washington ignore these warnings and recommendations? By the cold and pointed finger of death,145 deaths in two weeks. HOW LONG? [[Picture of men checking parts of an airplane crash.]] CRASH PROBE Pilot and Headquarters crash representatives of ALPA examine parts of the Constellation which crashed into Delaware Bay near Cape May, N. J., on May 11 and which were raised from their watery grave after days of dredging. The Constellation was on a training flight. It was the second fatal training plane crack-up on TWA within a year, the other occurring at Reading, P., last summer, and illustrates another tragic example why ALPA wants parachutes on training planes. Studying the pile of salvaged debris in the above photo are (l. to r.) Captains J. W. Simmons, J. M. Calder, and E. A. Davis, all of Local Council No. 24, TWA-International, and T. G. Linnert, ALPA engineer. The investigators reported that damage due to high speed impact is apparent by condition of engine cylinder fins and other heavy structural parts. Part held in left hand of ALPA's engineer is that of propeller dome, a part stressed to withstand high hydraulic pressure. This part, however, was apparently broken into pieces upon impact with the water, an indication of the shattering force with which the plane hit. ALPA's crash investigators investigate all crashes as part of the air safety program to which the Association devotes over 50 per cent of its time and activities. [Next Page:] June, 1947 THE AIR LINE PILOT Five ⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼ [Logo: "TECHNICALLY SPEAKING"] POSSIBLEANSWERS: FIDO, APPROACH LIGHTS For in excess of a year the eyes of the Air Line Pilots Association have been focused on the continuous landing aids experiment at Arcata, Calif., hopeful that out of them would come adequate landing aids and at least a partial answer to the goal of all-weather flying. Originally operated by the Navy as a wartime research project, peacetime retrenchment placed its operation in the hands of a joint steering committee, composed of ALPA, the Army, the navy, CAB, CAA, and ATA, which has continued the Naval-instigated research. Although the Arcata Landing Aids Experiment Station is known mostly for its extensive experiments with war-born FIDO (Fog, Intensive, Dispersal Of), a variety of runway and approach lighting systems have also been tested in addition to the thermal fog dispensing devices. As one of ALPA's three members of the Ad Hoc Committee, recently appointed as the result of the Congressional air safety hearings held in January and February, Pilot Arthur Foster, of TWA, made the following observations during a demonstration held at the Arcata Station in May: "The arrangement of the approach lights at the Landing Aids Experimental Station at Arcata, Calif., consists of two rows of lights in the form of a long narrow funnel starting 3500 feet in the approach zone leading into a short section of parallel lights and thence to the runway. The open end of this funnel is 700 feet wide, the rows then tapering into the short parallel section which is 200 feet wide and leads to the runway." Funnel Shape Gives Pilot Leeway 'The purpose of the funnel shape is to provide leeway for the pilot who is not right on the center line to the runway. A series of test runs made with air line pilots indicated that the average air line pilot would not be farther than 350 feet right or left of the center line using ILS equipment. It is important to note that the use of ILS equipment is presupposed with this approach lighting system. "The purpose of the demonstration at Arcata was to acquaint the observers with the performance of the lights under zero-zero or very low visibility conditions. Unfortunately no zero-zero conditions occurred during the several days of this demonstration. "Flights were made by me on every opportunity including day, night, low ceilings, low visibility, rain and under the hood. [Picture: "High Intensity Approach Lights"] It was not possible to determine the appearance of the lights under zero-zero conditions since these conditions were not available. However, pilots who had flown the system assured me that the lights can be seen from 200 feet with zero-zero. Refinements Needed to Correct Inadequacies "On flights which I made it was observed that: "(1) The funnel shape of the lights gives an optical illusion which is disturbing. I would prefer parallel rows. If it is found necessary to provide wider coverage at the entrance to the approach light zone, this could be done with multiple parallel lines. "(3) Under certain conditions one row can be seen when the other cannot. This is undesirable because the pilot does not know which row he is seeing and therefore does not know which way to correct A solution would be to give each row a certain color or other characteristic. "(3) When approaches were deliberately made too low and below the glide path the angular limits cut off lights so they could not be seen. This is undesirable. If a plane is low because it's in trouble or for any other reason, there is no point in denying the pilot light. Indeed this may be the time he needs it most. The lights should be visible to the pilot regardless of his altitude. "(4) When approaches were made from down wind, the lights could not be seen at all. The reasons for this are understood, but a pilot is at a serious disadvantage if he cannot see the lights. During is down wind and base legs, the first thing that becomes visible with these lights is the row on the far side, due to the angular limit control. I do not agree with the reasoning that it's the pilot we want to control with lights. I think we ⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻ (Continued on Page 7, Columns 4 and 5) Out of Disaster --- Challenge for Air Safety [Picture.] The blackest 48 hours in the history of the nation's commercial air lines, during which 94 people lost their lives in the two worst air crashes in history which occurred in rapid succession, has again focused the spotlight on the need for an independent Air Safety Board as the basic requirement for air line safety. Pictured above is a daylight view of the scattered wreckage of the Eastern Air Lines DC-4 which crashed, exploded and burned in a densely wooded area near Port Deposit, Md., on May 30,killing all 53 persons aboard, the worst commercial aviation disaster in the nation's history. Structural failure is thought to the the cause with reports indicating that the plane ripped apart in mid-air. True air safety, however, will be little more than a hope until the causes and reasons for air crashes are impartially arrived at. The air line pilots unanimously feel that our sporadic crash free periods, the last only about five months duration, will continue to be disintegrated by periodic and extensive series of accidents until there is a re-establishment of an impartial, non-political, and non-subservient accident investigation agency in the form of an independent Air Safety Board. Contrast our recent so-called safety records with that of the independent Air Safety Board which during its lifetime set an unparalleled world record for air safety with over 17 months without an air line accident. The answer speaks for itself. Braniff Deadlock (Continued from Page 3,Col. 5) ⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻ Magazine, which ran a 6,000 word article on ALPA's air safety activities, the Associated Press, and Fortune Magazine. On June 4, Mr. Behncke met with representatives of the Braniff Airways Local Council No.42, namely,, Chairman F. R. Freyer and Council Member D. O. Henson. The discussions centered around the deadlocked mediation of the employment agreement making proceedings recently in progress with this company. These were deadlocked in mediation on May 23 and were submitted to the National Mediation Board. Braniff Mediation Mediation conferences in Cases A-2504 and A-2557 on Braniff Airways were carried on intermittently from May 13 to May 23 with a series of joint and individual mediation sessions ending in a deadlock on both cases, which together encompass both foreign and domestic operations of the air line, leaving the door open to the next steps in normal procedure progression. Cases A-2504 involves the company's domestic operations, while case A-2557 involves their contemplated South American operation which is scheduled to get underway in January, 1948. Pilot conferees and headquarters representatives at the Braniff mediation conferences, which were handled by mediator J. W. Walsh, were Chairman F. R. Freyer, Oliver Huff, D. L. Hurst, J. W. Grissom, and C. H. Seaton, all of Local Council No.42,Braniff, and J. c. Christie, of the Employment Agreement Department. The company was represented by R. C. Shrader, vice-president; Malcolm Harris, personnel director; and J.M. Rosenthal, of the Airlines Negotiating Conference. The greater part of June was spent by President Behncke and a large portion of the Headquarters staff in installing the Ninth Convention-established dues collection procedure which is a percentage of earnings method of assessing and collecting dues. This involved a great deal of statistical work, auditing, accounting, composing of forms, and the completion of procedures. Headquarters is also in the midst of a vast intensive program of collecting all back dues and Association obligations. In a short time, any ALPA member whose ALPA account is not up to date will forthwith be expelled. Meet with Pioneer Rules and working conditions sections were agreed to at conferences held with Pioneer Air Lines in Houston, Texas, on June 3,4,5, and 6. The System Board of Adjustment was also agreed to and the rates of compensation sections partially, but not completely, resolved. Pilot conferees present were Chairman H. B. Hall, R. W. Gray, A. E. Scheihagen, and B. D. Rickards, all of Local Council No.49, Pioneer; and J. C. Christie, of the Employment Agreement Department, represented Headquarters. Representing the company were H. B. Seifert, vice-president of ⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻ (Continued on Page 8, Col. 1) ⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼ A REAL MILESTONE OF STEADY ALPA PROGRESS ⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼⁼ (Continued from Page 4, Col. 4) ⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻⁻ cago and Southern Air Lines: R. O. Brenner and copilot representative P. Kunz, of Local Council No. 48,C&S-New Orleans. Colonial Airlines: Chairman H.H. Ricker and copilot representative J. H. O'Neil, of Local Council No.28, Colonial-New York; Continental Air Lines: Chairman R. L. Ainsworth and copilot representative R. M. Wampler, of Local Council No.51, Continental-Denver; Delta Air Lines: Chairman F. Addison and copilot representative C. L. Scarbrough, of Local Council No. 44, Delta-Atlanta; Eastern Air Lines: Chairman V. A. Peterson, of Local Council No.60, EAL-New Orleans, and copilot representative E. J. Bechtold, of Local Council No.51, EAL-New York; Hawaiian Airlines: Chairman H. W. Phillips, of Local Council No. 65, Hawaii. Mid-Continent Airlines: Chairman C.D. Woodside and copilot representative H. J. Peterson, of Local Council No.45, MCA-Kansas City; National Airlines: C. H. Ruby and C. J. Delk, of LocalCouncilNo.8, National-Jacksonville; Northeast Airlines: Chairman Peter Dana and copilot representative R. O. Lorranger, of Local Council No. 9, NEA-Boston; Northwest Airlines: Chairman G. F. Beal and copilot representative L.A. Pigeon, of Local Council No.1, NWA-Minneapolis; Pan American: Chairman J. M. Rusch, of Local Council No. 55, PAA-Seattle, and copilot representative F. H. Goslin, of Local Council No.61, PAA-Houston; Panagra: Chairman W. L. Martin, of Local Council No.38, Panagra-Lima. Pennsylvania-Central Airlines: Chairman J. V. McClaflin, of Local Council No.32,PCA-Detroit; and copilot representative Ray Hilgert, of Local Council No. 20, PCA-Chicago; Trans World Airlines: Chairman R. G. Strait, of Local Council No. 25, TWA-Chicago, and copilot representative F. S. Blaney, of Local Council No.3,TWA-Kansas City; United Air Lines: Chairman Joel Crouch, of Local Council No. 27,UAL-Seattle,and copilot representative W. A. Fife, of Local Council No. 33, UAL-Denver; Western Air Lines: Chairman J. P. Gaskill and copilot representative W. S. Cole, of Local Council No. 16, WAL-Burbank. Headquarters staff members, in addition to Mr. Behncke, who were present at the Executive Board meeting were W. P. Kilgore, acting executive vice-president; E. C. Modes, of the Publicity and Public Relations Department; R. L. Oakman, of the Statistical and Research Department; and S. A. Colvin, of the Council Coordination and Administration Department. "Streamlined Convention" Although the first Executive Board meeting was in essence a streamlined convention, there were some noticeable differences. Convention frills were dispensed within the interest of speeding up the work facing the Board, and while its duties and responsibilities virtually paralleled those of a convention, its procedures varied somewhat. Because of the comparatively small size of the Executive Board compared with the convention, the familiar convention committees were displaced for the main part by the Executive Board itself acting as a committee of the whole, with the exception of a few instances requiring detailed and time-consuming preliminary study prior to final floor action. In view of the nature of the composition of the Executive Board, there was no doubt that their voice and decisions were those of all air line pilots. Copilots were equally represented with first pilots, small air lines on an equal plane with large air lines with each first pilot and each copilot representative from each air line having one vote. Unanimity in Decisions Despite considerable discussion on many topics, in which debate was unlimited, final decisions were reached with a unanimity and unity that spelled strength for the air line pilots. Actions of the Executive Board are final and binding on all ALPA members, subject only to the review and either approval or disapproval of the convention or majority vote of the Board of Directors. Sessions of the Executive Board meeting were conducted under the Revised Roberts Rules of Order which expedited the flow of business and kept the meeting on a correct parliamentary plane. The majority of the sessions began early in the morning and extended far into the night, the longest occurring on Thursday, May 22, which began at 8:30 a.m. in the morning and was not concluded until 1:45 a.m. the following morning, May 23. Originally scheduled as a three-day meeting, the meeting was an additional day and moved from the Prado Room to the Ballroom of the Del Prado Hotel in order to leave no unfinished business at the time of adjournment. The first Executive Board meeting convened at 10:00 a.m. on May 21 and adjourned sine die at 3:30 p.m. on May 24. From an over-all standpoint, the first Executive Board meeting was a real milestone in the steady progress of ALPA and a further step toward even further democratization of ALPA which has made ALPA the stronger and more unified for it.
