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Four               THE AIR LINE PILOT         August,1947
AA's Ardmore Fiasco Gets a Much Needed Airing
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At right, members of the AA MEC go into a sideline huddle during the AA Ardmore Screening program Grievance cases held in Memphis (l. to r.) J.F. Rice, of the Grievance and Conciliation Department; S.E. Pangburn, of Local Council No. 6, AA-Boston; F.J. Schwartz, of Local Council No. 39, AA-Chicago; J.Burns, of Local Council No.40, AA-Cleveland; and Wayne Allison, of Local Council No. 62, AA-Tulsa. At right, the Adjustment Board during one of the sessions(l. to r.) G.R. Shoemaker, of Local Council No. 62, AA-Tulsa; Wayne Allison; and company members, R.W. Knight and T.L. Boyd. (Story on Page One.) 
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AOA CASE A-2601 DEADLOCKS
(Continued from Page 3, Col.5)
United Air Lines, these negotiations finally stalemated and became deadlocked on the pilots' rates of compensation proposal for the DC-3. Despite the high hopes of both the company and pilot conferees of reaching an agreement in direct conferences, this proved to be an insurmountable obstacle. It is expected that a federal mediator will be assigned soon.
Speaking for the pilots were: Chairman S.T. Nelson, of Local Council No. 34, UAL-San Francisco; R.L. Spickelmeir and R.D. McKillip, of Local Council No. 33, UAL-Denver; G.G. Jones, of Local Council No.37, UAL-Seattle; and V.M. Williams, of Local Council No. 12, UAL-Chicago. R.L. Oakman, and President Behncke represented Headquarters.
The company was represented by J.A. Herlihy, vice-president of operations; C.V. O'Callaghan, assistant to director of flight operator; Tom Daley, attorney; and H.N. Eskeldson, of the Airlines Negotiating Committee.
Deadlock on AOA
Mediation conferences in American Overseas Airlines Case A-2601, which had been docketed on June 27, 1947, were deadlocked in New York City on August 8 after two series of conferences held during the month--one a five-day meeting held July 25, 28, 29, 30, and 31; the other, a six-day discussion taking place on August 1, 4, 5, 6, 7, and 8.
Representing the pilots were Chairman Emery Martin, R. C. Folwell, B. O. Sparks, J. F. Scott, and B. W. Phillips, all of Local Council No. 29, AOA, and K. J. Ulrich, of the Employment Agreement Department. The company was represented by Emil Jarz, personnel director; J. Y. Craig, flight superintendent; H. R. Harris, vice-president and general manager; E. G. Hamilton, assistant to the vice-president, and C. A. Hodgins, L. P. Morrison, and G. W. Clark, of the Airlines Negotiating Committee.
The mediation conferences on AOA, which involves amendment of the pilot's employment agreement effective retroactively to December 1, 1944, have been carried periodically since early in April of this year. Prior to the July and August conferences, direct negotiations were carried on on April 1, 2, 3, 23, 24, and 25; May 12, 13, 14, 15, 16, and 17, and June 10, 11, 12, 13, 16, 17, 18, 20, 23, 24, and 25, with Federal Mediator G.B. Macswan entering the case when it became deadlocked and was docketed by the National Mediation Board as Case A-2601 on June 27.
NWA Agreement
Finishing touches on the drafting of the Northwest Airlines agreement were being completed this month following a meeting at the company offices in Minneapolis, Minn., on August 5.
Pilot conferees at this one-day meeting were W. F. Richmond and L. A. Pigeon, of Local Council No. 1, NWA-Eastern; and W. P. Kilgore, of ALPA headquarters. John F. Woodhead, operations manager, and Norris Jackson, director of labor relations, represented the company.
Mid-Continent Conferences
Conferences with Mid-Continent Airlines, relating to an amendment to the pilots' employment agreement were held in Kansas City Mo., on August 12, 13, and 14, and recessed for a month with resumption scheduled for September 16, 17, and 18.
The conferences progressed normally during the three-day session and agreement was reached on some points of the pilots' proposals.
Pilot conferees participating in these conferences included P. C. Walters, A. J. Jaster, R. G. Francis, Harold Barnard, Jr., L. H. Mouden, and M. G. Florence, all of Local Council No. 46, MCA-Minneapolis, and K. J. Ulrich, of the Employment Agreement Department. The company representatives were: J. A. Cunningham, vice-president of operations; R. P. Harris, chief pilot; C. K. Wood, personnel director; B. A. Kropff, assistant to the president, and J. A. Rosenthal, of the Airlines Negotiating Committee.
Headquarters Representative Karl J. Ulrich, of the Employment Agreement Department, went to New York on Saturday, August 16, to scrutinize a supplemental agreement which had been drawn up between American Airlines and the AA Pilots' Master Executive Council covering retroactive pay for the first pilots and copilots who were assigned to fly the DC-4 equipment from the date it was first placed into regularly scheduled air line operation.
Retroactive pay on American Airlines was a subject of negotiations at the time the pilots completed their agreement on March 24, 1947. However, the company took the position that they were not obligated to pay the pilots, despite the fact that they definitely promised, in a letter of December 28, 1945, that pilots would be paid retroactively for flying DC-4 equipment from the date the equipment was placed in regularly scheduled operation.
Vying for importance with Headquarters employment agreement-making activities during the month were adjustment board hearings in the eight individual and two group grievances on American Airlines growing out of their Ardmore Screening Program and the attempted wholesale dismissal of pilots as the result of it. (See complete story on page 1 and picture on page 4.)
Grand Finale in Memphis
Hearings in these cases, at which the pilots were represented by J. F. Rice and R. E. Nelson, of the Grievance and Conciliation Department, were a cross-country affair that began in Ft. Worth, Texas, on July 17, switched to New York where hearings were held on July 22, 23, 24, 25, and 26, and wound up in Memphis, Tenn., with group grievances of Local Council No. 35, AA-Memphis, and Local Council No. 40, AA-Cleveland, providing the grand finale on June 29, 30, and 31.
Elsewhere on the grievance front, the appeal hearing of E. W. Fitzpatrick, of Local Council No. 29, AOA, was held in New York on July 28 before J. G. Flynn, Jr., vice-president of operations, with W. P. Kilgore, of ALPA headquarters representing Mr. Fitzpatrick. The decision on this appeal hearing is still pending.
On August 4 and 5, R. E. Nelson, of the Grievance Department, represented C.G. Fredericks, of Local Council No. 4. TWA-Los Angeles; and R. W. Van Etten, of Local Council No.24, TWA-International; in grievance hearing held before the TWA System Board of Adjustment in Kansas City, Mo.
Pilot members of the board hearing these cases were D. B.
Kuhn, of Local Council No. 4, TWA-Los Angeles, chairman of the board, and H. E. Neuman, of Local Council No. 3, TWA-Kansas City. The company members were F. E. Busch and J. T. Tomlinson.
The AA Ardmore Grievances, the largest and most important which have ever any pilots because of their potentially far-reaching implications, have occupied the bulk of the time and personnel of the Grievance and Conciliation Department for period closely approaching three months during which initial company hearings were being held and preparation being made for the adjustment board hearings which climaxed them.
Engineering Department
With a new awareness to air safety becoming evident in public, governmental, and industry circles, the July-August activities of the Engineering Department were concentrated largely upon air safety and closely allied fields.
Two crash hearings, close co-operation with ALPA's representative on the President's Special Board of Inquiry into Air Safety(see complete story and pictures on page 8), a three-way study of the fire-fighting problem between ALPA, ATA, and research specialists from Northwestern University, and four chairmanship mailings spelled a busy month for this department.
The two crash hearings, at which ALPA was represented by Headquarters personnel as well as pilot crash representatives from the lines involved, were the technical hearings on the Eastern Air Lines Bainbridge, Md., crash, held in New York on July 17, 18, 19, and those on the Pan American Syria crash, also held in New York, on August 5, 6, and 7.
Pilot representatives at the EAL hearings were L. R. Matthews and J. S. Grier, of Local Council No. 18, EAL-Miami; J. G. La Vake, of Local Council No. 51, EAL-New York; and T. G. Linnert and C. F. Eck, of the Engineering and Air Safety Department. At the PAA crash hearings(see list of recommendations on page 6), the pilots were represented by C.R. Titus, J. B. Magenis, W. W. Moss, and C. E. Bassett, and all of Local Council No. 36, PAA- Transatlantic; and C. F. Eck, of the Engineering Department.
Fire Fighting Discussion
On July 29, the Engineering Department was the scene of a three-way discussion between representative of ALPA, Northwestern University, and the Air Transport Association on the pressing need of training ground personnel in airplane fire fighting techniques.
(Continued on Page 5, Col. 3)
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                               -INS Soundphoto
FLYING LAB
With slide rule, drafting board, and ground experimentation drained dry of information on supersonic flight, the remaining secrets of speed beyond the barrier of sound remains locked beyond the barrier itself, and science is turning to flying laboratories to ferret out the last of those secrets. Pictured above are two views for the U. S. Army's XS-1, built by the Bell Aircraft Company and designed to fly at speed of 1,700 miles an hour and at an altitude of 80,000 feet. The XS-1 is not intended as a military plane, but as a pilot research plane--a flying laboratory--the sole function of which will be the recording of data on the effect of transonic and supersonic speeds on an aircraft. The upper photo shows how the XS-1 appears in flight, while the lower photo shows it along with the man who put through its paces, Chalmers "Slick" Gordon, Bell's test pilot.
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TEN YEARS AGO
Ten years ago, with a heated battle in progress in Congress for the establishment of an independent Air Safety Board, ALPA's long championed cause was winning the support of many of the nation's outstanding lawmakers, as well as a prominent place in the events of the day. With mounting casualty lists brought about by an appalling number of air line crashes, the nation was finally becoming aware of the vital need for more comprehensive system of air safety.
In reviewing the columns of the AIR LINE PILOT of August, 1937, there is noted a front page article stating that Senator Burton K. Wheeler(Mont.), then chairman of the Senate Interstate Commerce Committee, declared he would fight to the finish to take air safety out of politics. The following is quoted from that story:
"The bill which Senator Wheeler vigorously endorses would remove control of air safety from the Department of Commerce, and make it the responsibility of a specially formed air safety bureau in the Interstate Commerce Commission.
"' The need for placing air safety beyond the reach of bungling political control is pressing,' Senator Wheeler declared.
"' We have got to take responsibility for the safety of human lives in the air away from a bureau that is a perpetual political football, and place it where it will be administered as it should be.
"' It's time the United States Government stopped playing politics with human lives, and provided for the kind of regulation that will make air travel what should be--one of the safest way of getting from one place to another that mankind has ever known.
"' We are going to arouse the Senate over this thing,' he concluded, 'this is no question of political policy, or of dollars and cents, it is a question of human lives'."
In an editorial reprinted from the Washington Herald which replaced Mr. Behncke's monthly editorial, Senator Wheeler was highly commended for his stand on the Air Safety bill.
The following is excerpted from that editorial from the AIR LINE PILOT of August, 1937, and clearly indicates that the public definitely favored the passage of the bill.
" There is one ray of hope for safety and stability.
" Senator Burton K. Wheeler of Montana, announced himself, for passage  of these bills.
" Pointing out that aviation, controlled by the Bureau of Air Commerce and the Post Office Department, is constantly subjected to political harassment, Mr. Wheeler declared both air line operators and pilots want freedom from such a burden.
" It is extremely heartening to know that powerful fighter of Mr. Wheeler's character has joined the demand for aviation reform. He has a record for getting what he goes after, and political bushwackers fear him.
"HE AND THEY MAY BE SURE THAT THE TRAVELLING PUBLIC BACK THE TRANSFER OF AVIATION TO THE INTERSTATE COMMERCE COMMISSION TO THE LIMIT AND THAT THERE WILL BE NO REST FOR ANYBODY UNTIL THE TRANSFER IS MADE."
The testimony of ALPA's President David L. Behncke before the 74th Congress on the subject of air safety was reprinted in the August, 1937, issue of the AIR LINE PILOT and because it has direct bearing on the air safety situation as it exists today, a part of it is as follows:
" The whole airway aids network is very vital to safety on the airways and should work with the accuracy and precision of a fine watch. Things should not be allowed to ho until they break down. The whole system should be made so uniform and well systemized that failure will be as nearly as humanly possible eliminated.
Today, air transportation is facing another crisis, the same kind of a crisis it faced a decade ago. The faded pattern of those few short years ago is again shaping-up to present the same chaotic picture in air safety. But there'll be repeat performance by the Air Line Pilots Association in its battle for air safety. And it'll be up to the lawmakers of the nation to give a repeat performance and re-establish the independent Air Safety Board whose records are not blackened by an obituary of crash victims and fatal crack-ups. For during the 18 months that board was in existence, there were no fatal accidents. Strangely enough the air safety history of ten years ago is repeating itself in 1947.

August, 1947    THE AIR LINE PILOT                     Five

TECHNICALLY SPEAKING
FIRE FIGHTING - A LOGICAL APPROACH
It's a sad fact, but 1947 aviation is still sticking to 1937 fire-fighting techniques-not because more modern equipment hasn't been developed, but primarily because it and the trained personnel to operate it hasn't been available. Yet, crashes which might be comparatively minor in nature continue to cost the air lines untold millions of dollars and the loss of many lives because aviation's occasional gestures at doing something about the fire hazard has been more like Mark Twain's weather than anything else: everybody talks about it, but nobody does anything about it. Our present program is still in the stage of a garden hose in the hands of amateurs . . . and not much more effective.
Three major things are necessary to whip the fire hazard: (1) Development of methods to combat fire in the air; (2) Development of equipment, or a combination of equipment, capable of bringing crash fires under rapid control; and (3) Trained personnel, readily available and schooled in the most modern techniques to operate the equipment.
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City operated airport fire-fighting equipment, which is the set-up relied upon by most municipal airports, is not enough. It lacks the mobility and proximity to cope with the first few all-important moments of an intense flash fire, such as a 3,000 gallon gas blaze from split integral wing tans, one of the most common of airport fires. 
It is encouraging, however, that an awareness of how outmoded our aviation fire-fighting methods are is coming into being. This interest has been most evident in the activities of the Air Line Pilots Association, the Air Transport Association, and most recently President Truman's Special Board of Inquiry into Air Safety.
Spurred by ALPA's interest, research specialists from Northwestern University have been working closely with ALPA's Air Safety and Engineering Department to bring about an early solution to this pressing problem. 
The overall aims of ALPA's research thus far has been centered on the determination of the best fire-fighting materials, or combination of them, regardless of commercial considerations; development of mobile equipment designed specifically to fight airplane fires and adaptable to surrounding terrain; and the all important education of volunteer fire fighters.
Following in initial preparatory meeting at Northwestern University, attended by ALPA's Engineering and Air Safety Department (upper photo), demonstrations were held at the Cardox Plant, Monee, Ill., as the first step in a thorough study of available fire-fighting equipment and materials. 
The demonstration area, illustrated in lower composite photo, consisted of a wide expanse of gravel surface on which old car bodies were placed to simulate a fuselage of an airplane. Old metal stands formed the wings in which 50-gallon drums of gasoline were mounted with nozzles to feed the blaze during the fire test in simulation of engine or gas tank leakage. Old tires were placed in the simulated wreckage and the entire area covered with an additional base of oil and large quantities of gasoline. Wind velocity during the demonstration was 14 m.p.h. with gusts varying from 20 to 25 m.p.h., while the equipment consisted of approximately 2,300 pounds of Cardox on a 28,000-pound gross weight Cardox truck.
Photo 1. shows the gas saturated simulated wreckage before the fire was touched off; photo 2., the fire as it reached peak intensity; photo 3., the fire truck moving in from the windward side; and photo 4., the blaze as it was brought under control and on the verge of extinguishing approximately 45 seconds later.
As a result of these demonstrations, ALPA's representatives reported: 
"Large units are necessary for large fires. Greater fire-fighting capacity and effectiveness with less equipment weight can be obtained by uniting Cardox with Dugas in large units. Foam is necessary to blanket gasoline after being extinguished to prevent flashbacks. Although fog was not used in this test, it may have a place in a complete fire-fighting unit to cool metal parts down below the flash back point after CO2 blows out the fire. 
"This demonstration also shows the necessity for training air line ground personnel in the effectiveness of various types of extinguishers and their proper use in obtaining a true security instead of the false sense of security presently in effect at all air line terminals with their present equipment." 
(Continued in Adjoining Col.)
FIRE FIGHTING
(Continued from Adjoining Col.)
In conjunction with this latter observation, a proposed three-day air line fire protection course, designed to train air line ground personnel as volunteer fire fighters, has been advanced by R. Houren, Northwestern University fire protection expert and formerly lieutenant commander in the Navy in charge of fire protection training. 
Basing his estimate on two classes a week for fifty weeks, with allowances for only one class a week for certain times, the direct cost of training 2,500 men annually would amount to approximately $25,000, Mr. Hourens estimated tentatively - a negligible investment compared to the potential fire losses it would circumvent.
There is no end to the extent to which air line personnel could augment or supplant regular fire fighting services, provided enough training and equipment were made available.
Fire, because of its very nature, is bound to occur despite all precautionary and preventive measures. Prevention failing, we must be prepared to cope with it and coping with it, the experts contend, is primarily a matter that boils down to giving the right men, the right equipment, at the right time which a combination of properly designed mobile equipment and adequately trained and confident personnel would provide; and confidence in fighting fires is only gained by experience obtained from training. 

FERRY FLIGHTS 
(Continued from Page 4, Col. 4)
In attendance at this meeting in addition to T. G. Linnert and C. F. Eco, of ALPA's Engineering Department, were John Groves, of the ATA, and R. Houren and Professor Gamut, of Northwestern University. Acknowledging the ATA's interest in this matter, plans were made for Mr. Groves to approach the ATA on the proposition of establishing a training school for ground personnel in firefighting as soon as Mr. Houren could present the ATA with a tentative cost sheet on the cash outlay necessary to set up and maintain the proposed training program.
The chairman mailings of the Engineering Department during the last month included: (1) Flying four-engine aircraft with power plants inoperative; (2) DC-4 take-off limits; (3) ATA chief pilots' meeting, and (4) LaGuardia tower frequencies. 
Resume of Mailings
The first mailing regarding four-engine aircraft with inoperative power plants was a follow-up of the resolution of the first ALPA Executive Board on the subject of three-engine take-offs. Briefly, the resolution leaves the acceptance of three-engine ferry flights up to the individual pilot with ALPA supporting any pilot who elects not to accept a three-engine ferry flight due to conditions which he considers unfavorable.
The second mailing, DC0F take-off limits was a query to all ALPA chairmen requesting their opinion as to the acceptable minimums for DC-4 take-off procedures. Some information has been received from various councils, according to the Engineering Department, but a complete return is being awaited in order to formulate an opinion on the desires of ALPA's membership as a whole. 
Another chairman mailing list consisted of information derived partially from an ATA chief pilots' meeting. The points in question concerned, first, the hazards involved in a possible down wind landing under the ILS one-way approach system; secondly, the desirability of local ALPA councils to arrange to have a joint meeting with the member of the Air Traffic Control group in their locality, the purpose being to further mutual understanding to insure the same interpretations of definitions as they apply to air traffic clearances; and, thirdly, a request for a report from the various councils as to the number of erroneous weather report complaints with a view toward checking on the efficiency of the weather bureau forecasts and reports. 
Information was also distributed by the Engineering Department on the status of La Guardia tower frequencies. Tower operation personnel, approached on the subject of La Guardia tower frequencies, are of the opinion that there will be two clear channel VHF frequencies for air use only in La Guardia tower by September, plus one VHF frequency for ground use only. 
In connection with this, the low frequency operation will be confined to transient planes unequipped with VHF for either air or ground contacts The personnel of La Guardia tower, it was pointed out, do not feel that it is necessary to clear the tower frequency after take-off unless the aircraft is specifically requested to do so due to traffic conditions. 
A large portion of the time of ALPA Engineer T. G. Linnert was spent in Washington, D. C., where he acted in an advisory capacity to 
ALPA's representatives on President Truman's Board of Air Safety Inquiry, with the transport category and integral fuel tanks being the principal subject of discussion. 

Fire Fighting
(continued from Adjoining Col.)
In conjunction with this latter observation, a proposed three-day air line fire protection course, designed to train air line ground personnel as volunteer fire fighters, has been advanced by R. Houren, Northwestern University fire protection expert and formerly lieutenant commander in the Navy in charge of fire protection training.
Basing his e s t i m a t e on two classes a week for fifty weeks, with allowances for only one class a week for certain times, the direct  cost of training 2,500 men annually would a m o u n t to approximately $25,000 , Mr. Hourens estimated tentatively -a negligible investment compared to the potential fire losses it would circumvent.
There is no end to the extent to which air line personnel could augment or supplant regular fire fighting services, provided enough training and equipment w e r e made available.
Fire, because of its very nature,is bound to occur despite all precautionary and preventive measures. Prevention failing, we must be prepared to cope with it and coping with it, the experts contend, is primarily a matter that boils down to giving the right men, the right equipment, at the right time which a combination of properly designed mobile equipment and adequately trained and confident personnel would provide; and confidence in fighting fires is only gained by experience obtained from training.

She's the Welcomest Gal'Round
This month the AIR LINE PILOT present a very popular gal around ALPA Headquarters. She's Alvera Fibiger and every Friday she's greeted with a welcoming smile by all the ALPA personnel for Alvera writes and distributes the pay checks. Besides this, her other duties in the Bookkeeping and Accounting Department include writing all checks for the Association, closing the books, compiling financial reports and preparing tax returns.
A native Chicagoan, Alvera has lived in the vicinity of ALPA headquarters all her life. She was graduated from Lindbloom High School and previous to working for ALPA, she was employed by Thomas & Associates, a real estate firm, and the Visking Corporation. Alvera rates ninth on the seniority list and started to work for ALPA in January, 1945.
In her leisure time, Alvera enjoys knitting and is quite proficient at it. She likes to attend movies and is also an avid baseball fan, with special enthusiasm for the Chicago White Sox. Of average build and 5'4" tall, Alvera has chestnut hair, blue eyes, a warm smile and a soft voice. Alvera has been married for eleven years to George Fibiger and they make their [[image]] [[caption]] ALVERA FIBIGER [[/caption]] sided in California and Idaho.
It was quite by chance that Alvera came to work for ALPA. She tells us that one day she was walking down 63rd Street and noticed the office and on an impulse of the moment went in and filled out an application. Since then Alvera has proved an efficient and competent worker who is well liked by all her coworkers and is certainly a valuable asset to the Association.

Bookkeeping Department
The revision, modernization, and overhauling of ALPA's Bookkeeping Department, to which President Behncke has devoted a considerable portion of time during the past three months, is now on the verge of completion, a survey of the activities of this department showed this month.
The Bookkeeping Department, the cornerstone of ALPA's foundation, suffered during the war to a greater degree than any other ALPA department. We were unable to get sufficient help to man this department properly and all of its activities were squeezed into a small corner of our overcrowded office, where it was virtually impossible to keep up with the greatly increased bookkeeping duties attendant to the increased membership of ALPA.
During the spring of 1947, by virtue of acquiring additional office space and a more favorable labor market, our Bookkeeping Department's space and personnel problems were solved and immediately a collection program was begun to regain  the grounds lost during the war years. Every delinquent member was sent a letter outlining the amounts he owed and an explanation of the needs for this money. All chairmen were notified of the delinquent members of their councils. A new flying card has been designed by Mr. Behncke and steps have been taken to insure the distribution of these cards immediately upon receipt of incoming dues payments.
The account cards of all the members, which previously were handled by two girls, were further subdivided during the third quarter, in order that the three bookkeeping girls would take care of the incoming receipts and make the necessary entries on the membership bookkeeping records. Soon a fourth girl will be assigned to the incoming receipts section of our Bookkeeping Department to further aid in the rapid processing of members' dues payments.
Get "Tough" on Dues
In connection with the dues collection program, action has been taken to expel all members seriously in  arrears in the dues and
(Continued on Page 6, Col. 3)
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TWO DECADES 
Two decades of services to United Air Lines . . . that's the record hung up by Captain R. T. Freng, of Local Council No. 34, UAL-San Francisco, who in addition to being a darn good pilot is also at times esthetically inclined as evidence by the fact that he is the designer of ALPA's wings and one of the earliest of ALPA members. In recognition of his service to United, in the cockpit of whose planes he has spent a good portion of his life, Captain Freng is shown receiving his 20-year pin from S. V. Hall, western region vice-president of operations. Captain Freng, who started as a pilot for Boeing o June 15, 1927, has followed the development of United's coast-to-coast route from its interception.