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Four 
THE AIR LINE PILOT
March, 1947

Pilots Witness Fore-Fighting Demonstration
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[[caption]]One of the crying needs of the air line industry today from a safety standpoint is a lessening of the fire hazard and more efficient fire-fighting equipment, a field in which ALPA's Engineering Department has carried on widespread research. On March 12, the ALPA Engineering and Air Worthiness Advisory Committee participated in a fire-fighting demonstration of new chemical agents at the Chicago Municipal Airport. Members of the committee pictured in photo 1 are (l. to r) R. R. Rae, of Local Council No. 25, TWA-Chicago; H. G. Mayes, C. L. Brigham, and R. M. Van Tuyl, all of Local Council No. 12, UAL-Chicago; T. G. Linnert, of ALPA's Engineering Department; and Emil Mego, of Local Council No. 39, AA-Chicago. In lower photos 2 and 3 gasoline, fed under 200 pounds pressure, was ignited and the resultant fire extinguished in 12 seconds by a dry-chemical fire-extinguishing agent which has been in industrial use for some time, in a demonstration to prove its adaptability to aircraft fire of any nature from insulating material to gas and oil. A little known fact is that few airports have adequate fire fighting equipment. [[caption]]

UAL Negotiations Start in Chicago
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for too long a period of time; and (4) the last change in copilot pay on Eastern Air Lines was in November, 1944; (5) greater skill and responsibility requirements of flying the larger and faster equipment which must be and is shared by the copilots.
 Another high light was revelation by the company that they have 14 Constellations on order, expect delivery of 25 Martin 202's and intend to operate schedules between Miami and New York, New Orleans and New York, Chicago and Miami, Detroit and Miami, New York and Saint Louis, New York and Houston, and Mexico City and New Orleans. 
 Pilot conferees at the EAL negotiations were Chairman S.R. Parkinson, E.J. Bechtold, G.M. Sheridan, and J.E. Wood, of Local Council No. 51, EAL-New York; B.R. Hall, L.E. Place, and W.T. Babbitt, of Local Council No. 18, EAL-Miami; Pete Brewster, and Chairman P.J. Hudson, of Local Council No. 7, EAL-Atlanta; V.A. Peterson, of Local Council No. 60, EAL-New Orleans; Chairman T.J. Royall, of Local Council No. 59, EAL-Jacksonville; and Chairman C.A. Gregson, of Local Council No. 72, EAL-Boston.
 The company was represented by S.L. Shannon, vice-president of operations, EAL, and Potter Stewart and J.H. Halliburton.

UAL Negotiations
 On March 18, 19, 20, and 21, the employment agreement making activities of Mr. Behncke shifted to Chicago and United Air Lines. Conferences were held at the Palmer House and a good start was made, although actual bargaining on rates of compensation was not carried beyond a mere preliminary stage. The principal types of equipment involved in these negotiations are the Douglas DC-3's and Douglas DC-6's.
 During these negotiations, the pilots were represented by W.D. Williams and S.J. Nelson, of Local Council No. 34, UAL-San Francisco; R.L. Spickelmier, of Local Council No 33, UAL-Denver; G.G. Jones, of Local Council No. 5, UAL-Portland; J.G. Murray, of Local Council No. 12, UAL-Chicago; Clayton Stiles, chairman of Local Council No. 52, UAL-New York; and J.B. McKilvey, of Local Council No. 27, UAL-Seattle.
 The company was represented by J.A. Herlihy, vice-president of operations; W.J. Addems, director of flight operations; C.V. O'Callaghan, assistant to the director of flight operations; and C.A. Hodgins, of the Airlines Negotiations Conference. 

Panagra Amendment
 Negotiations for an amendment to the Panagra (Pan American Grace Airways) amendment to agreement, the first of which were held on February 25, 26, 27, and 28, were continued in New York during two series of meetings in March, the first March 3, 4, 5, and 6 and the second March 12, 13, 14, and 15. Although it had been planned to complete these negotiations in one continuous session, it was necessary to recess the meetings until April 2 when they are scheduled to be resumed. 
 Pilot conferees and Headquarters personnel at these meetings were T.L. Young and W. J. Sindo, of Local Council No. 38, Panagra; ALPA President David L. Behncke; and J. C. Christie, of the Employment Agreement Department; while the company was represented by Douglas Campbell, vice-president; C. R. Disher, operations manager; C. Smith, assistant to the vice-president; and J. R. McClesky, chief pilot.
Other Negotiations
A meeting with Colonial Airlines relative to a supplemental agreement to cover their Bermuda DC-4 operations was held in New York on March 12 at La Guardia Field. The Colonial pilots were represented by M. A. Gitt, R. B. Silver and Jack Faye, of Local Council No. 28, Colo-
MEC ELECTIONS
nial, and J. C. Christie, of the Employment Agreement Department, while the company representatives were Branch Dykes, vice-president of operations, and C. W. Rach, chief pilot.
Four days of negotiations with Western Air Lines at Los Angeles, Calif., on March 18, 19, 20, and 21 were fruitful in ironing out recent bidding and other matters relating to pilot company relationships.
Pilots present at conferences included Chairman J. P. Gaskill, S. T. Love, A. C. Cheney, L. C. Holtan, R. E. Knowles, and L. W. Smith of Local No. 16, WAL-Burbank; S. J. Cavill, of Local Council No. 23, WAL-Salt Lake City; and M. W. Gano, and C. M. Horn, of Local Council No. 21, WAL-Inland J. C. Christie was the Headquarters representative. On the company side of the table were E. N. Whitney, director of flight operations; M. A. Wooster, acting system chief pilot; and L. H. Dwerlkotte, executive vice-president.
As a result of meeting with Pioneer Airlines at Houston, Texas, on March 25 and 26, it is anticipated that a federal mediator will be appointed by the National Mediation Board. The pilot conferees, assisted by J. C. Christie, of Headquarters, were J.D. Jensen, H. B. Hall, A. E. Scheihagen, and R. W. Gray, of Local Council No. 46, Pioneer, while H. B. Seifert, vice-president of operations, represented Pioneer Air Lines.
The majority of the provisions of the basic and adjustment board provisions of the Empire Airlines agreement were closed at the conclusion of two-and-one-half days of negotiating with the company on March 26, 27, and 28. Representing the pilots were W. P. Kilgore, of Headquarters, and pilots H. W. Stewart, R. C. Cansdale, and D. Wells. The company was represented by T. E. Robinson, general manager, and F. J. Orr.
During the month of March an original agreement was agreed to between the pilots and officials of Alaska Airways. This line has headquarters at Anchorage, Alaska. The agreement is well drafted and has some excellent rates of compensation provisions.
Although the employment agreement activities high-lighted the month and the brunt of the burden of the month's work fell to the Employment Agreement Department, other ALPA departments were also exceedingly active.
MEC Elections Results
The Council Coordination and Administration Department completed their balloting and the majority of the master executive councils have been setup with the following results: 
TWA: Chairman, R. G. Strait, of Local Council No. 25, TWA-Chicago; vice-chairman, R. L. Morris, of Local Council No 2, TWA-New York, UAL: Chairman, J. L. Crouch, of Local Council No. 27, UAL-Seattle; vice-chairman, Al Schmidt, of Local Council No. 34, UAL-San Francisco, AA: Chairman, W. H. Proctor, of Local Council No. 39, AA-Chicago; vice-chairman, J. H. Burns, of Local Council No. 40, AA-Cleveland. PCA: Chairman, J. V. McClafin, of Local Council No. 32, PCA-Detroit; vice-chairman, M. C. Garlou, of Local Council No. 11, PCA-Washington. National: Chairman, J. P. Holmes, of Local Council No. 8, National-Jacksonville; vice-chairman, D. E. Busch, of Local Council No. 73, National-Miami. 
MCA: Chairman, C. D. Woodside, of Local Council No. 25, MCA-Kansas City, WAL: Chairman J. P. Gaskill of Local Council No. 16, WAL-Burbank. Continental: Chairman, R. L. Ainsworth, of Local Council No. 15, Continental. NWA: Chairman, M. B. Freeburg, of Local Council No. 54, NWA-Western; vice-chairman, G. F. Beal, of Local Council No. 1, NWA-Eastern, C&S: Chairman, T. S. Bridges, of Local Council No. 48, C&S-New Orleans vice-chairman, J. E. Hoffman, of Local Council No. 66, C&S-Memphis. Braniff: Chairman, T. D. George, of Local Council No. 42, Braniff. AOA: Chairman, E. J. Martin, of Local Council No. 29, AOA. Hawaii: Chairman, H. W. Phillip, of Local Council No. 65, Hawaii. NEA: Chairman, Peter Dana, of Local Council No. 9, NEA-Boston. Pioneer: Chairman, H. B. Hall, of Local Council No. 49, Pioneer. Delta: Chairman, Floyd Addison, and vice-chairman, C. W. Walker, both of Local Council 44, Delta-Atlanta.
Add New Councils
Four new councils have also 

-AND NOTHING HAPPENED
The following piece appeared on the front page of the January issue of the AIR LINE PILOT and was inadvertently unidentified. It's the body of a letter written by Chairman - - of Local Council No. -, AA, _, and one of the Association's very first members, to all AA chairmen. It is a grim and realistic reminder of the kind of protection the air line pilots had under the National Air Pilots Association (NAPA), the forerunner of the Air Line Pilots Association. It's often said that the trouble with ALPA today is that too many ALPS'ers weren't present at ALPA's battles of Bunker Hill and Yorktown, nor did they suffer through its Valley Forge, and weren't in on the signing of the Declaration of Independence of the air line pilots by the Association's fearless and valiant organizers, the ranks of which are all too rapidly thinning. LET'S NOT FORGET BEAUSE TO FORGET THE BEGINNING IS THE BEGINNING OF THE END. 
"Our AA contract is now in the process of mediation. If mediation is unsuccessful, either side may request arbitration. If arbitration is accepted, that will end it, but if we request it and the company refuses, our next RIGHT and DUTY is to take a strike vote. If we refuse to take this strike vote, we would be taking the course of the WEAK and DIVIDED. We could, of course, ask the company 'please'. 
" I have a telegram dated May 2, 1931, from the National Air Pilots Association (the air line pilots' organization at that time). It reads as follows: 
N.A.P.A. protesting salary cuts vigorously.' Of course, nothing happened. (We were being paid $166.00 base pay, 5 cents for day and 10 cents for night. That would be quite a nice salary for DC-4s, 6s, etc.) We took the cut and had to like it. Our organization was weak with poor leadership. Soon after, ALPA was born. 
"The same thing can happen if we do not stick together and live up to a law that was created together and live up to a law that was created for us (mostly by Dave Behncke) and for our protection, certainly not for the benefit of any air line company."

been added to ALPA's council roster. they are Local Council No. 58, PCA-Pittsburgh; Local Council No. 61, PAA-Houston, which replaces Guatemala; Local Council No. 74, C&S-Caribbean, New Orleans; and Local Council No. 75, PCA-Norfolk.
One group grievance and four individual grievance cases-one of them the first grievance case to arise over an interpretation of the TWA arbitration award-were handled by the Grievance and Conciliation Department and Washington office during March. 
Because it was first case to arise as a result of the TWA arbitration award, the case of first pilot J. W. Simmons, who had filed a grievance over the failure of the company to honor a bid which he had submitted for a vacancy in the International Division of TWA, had particular significance. Initial hearings were held before TWA Operations Manager W. G. Golien at the Washington National Airport on March 28.
The problem in the Simmons case arose as a result of certain difficulties in reconciling the language of the arbitration award, as written by the neutral arbitrator, with the provisions of the basic pilots; agreement which is the result of long and careful collective bargaining, Simmons was represented by W. C. Howard, chairman of Local Council No. 24, TWA-International, and John M. Dickerman, ALPA's Washington representative. 
J. F. Rice, of ALPA's Grievance and Conciliation Department, represented Capt. C. E. Rollins at a hearing before the Northeast Airlines System Board of Adjustment in Boston, Mass., on March 13. The pilot members of the Northeast System Board of Adjustment are A. A. Lane and A. R. Chaves. 
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March. 1947 THE AIR LINE PILOT FIVE

TECHNICALLY SPEAKING

SUBJECTS FOR DEBATE
Gen. Milton W. Arnold, vice-president, operations and engineering, Air Transport Association, told the House Interstate and Foreign Commerce Commitee recently that ATA was opposed to proposed legislation which would give the Civil Aeronautics Administration authority to regulate the flow of air traffic. CAA Administrator T. P. Wright has indirectly asked Congress for this authority. 
Gen. Arnold said the opposition was not to the principle but rather as to ow the arrangement might be expected to work out in practice. Scheduled air services, Arnold said, would suffer the brunt of curtailment of service. When weather conditions required allocation of traffic into a certain airport, the scheduled services would be compelled to eliminate certain flights while curtailment of non-scheduled Army and Navy flights would be based entirely on statistics. Once a flight is cancelled, it cannot be restored, Arnold said. Delaying schedules would be much more preferable, he said. 
Air Line "Over-Regulated," Arnold Claims
Under two days of questioning, Gen. Arnold said that the air lines were coming to the belief they were over-regulated. He dwelt at length on CAA regulations governing declaration of an emergency by scheduled air line pilots. He estimated that 90 to 95 per cent of the air line pilots were reluctant to declare an emergency existed, which would permit them benefits of certain latitudes in landing procedures, because of a fear that if their judgment was not sustained, it would cause them penalties such as a fine, or possible suspension or revocation of their pilot certificates. He added that Administrator Wright was aware of this situation and was trying to correct it by impressing upon air carrier inspectors that their duties were more in the nature of helpers than policemen. 
The witness stated further that CAA was trying to liberalize its interpretation of the rules pertaining to an emergency so that a pilot would be more inclined to decide that a potential emergency existed before the actual emergency took place. But it was pointed out that the penalties for mistakes in judgment are still in effect. 
This present situation is not the fault of the air lines nor the fault of CAA, yet if 90 to 95 per cent of the scheduled pilots are reluctant to declare an emergency exists because of penalties they may have to suffer later, it is something like saying that when 95 per cent of the students fail, it is not the fault of the professor, Arnold declared. 
Aim at Less "Stacking"
Gen. Arnold said it would be the winter of 1947-48 before the scheduled air lines would get any great use out of the Instrument Landing System. He said the air lines and CAA could not be expected to start lowing ceilings and visibility before July 1, 1947, as a part of the program for improving schedule reliability by the winter of that same year. Elimination of stacking is one of the goals. 

Emphasizes Less Pilot Cockpit Work 
Arnold emphasized the need for cutting down cockpit procedures for the pilot. He told the committee that the accident record of scheduled Canadian air lines was five times as good as this country, that operations, equipment and services were largely comparable except that pilots operated under simpler rules and could make official weather reports from the cockpit. 
(Editor's Note: The Canadians seem to have the proof of their safety record. Let's look into it, perhaps we can improve ours somewhat.)
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'BOTH NEEDED AND THEN SOME'
There is no room for any fight between GCA and ILS as bad weather landing aids in the opinion of Joseph Lyman, aircraft research engineer for the Sperry Gyroscope Co., who contends that they are equally important and "when we have them both, we still won't have enough."
He told the New York section meeting of the Institute of Aeronautical Sciences that a continuous wave fixed beam localizer and glide path system in the microwave region is the basic tool best adapted for the instrument landing of airplanes. Lyman emphasized that the microwave system is especially adapted to automatic airport approaches, whereby the landing beams are utilized by the automatic pilot.

Most Pressing Problem in Aviation
He pointed out that the solution of all problems connected with the control and landing of aircraft under bad weather conditions is the most pressing that aviation faces today. He made no claim that Sperry research had solved all of these problems, but he did indicate that much had been accomplished toward a complete solution. 
An important step, he said, is the development of a microwave instrument landing system which establishes a landing path in space which is extremely accurate and capable of handling as great or greater traffic density under instrument flight conditions as under instrument flight conditions as under good visibility. Lyman and Sperry research indicates that application of a continuous wave microwave technique to a complete system will result in an integrated traffic control plan which will allow multiple aircraft to approach an airport without confusion or loss of time.
Looking to the future, an integrated traffic control system in the microwave region would consist of angle and distance measuring indicators in addition to supplying the final flight path for automatic runway approaches. Development to date, Lyman said, indicate that such indicators would give both pilot and ground controller continuous map presentation of the exact distance and position of all aircraft in relation to an airport.
Ultimately these indications can be used to guide approaching aircraft into the final approach path, and an eventual completely automatic landing of commercial passenger and cargo planes.  

Convention Sentries: The Credentials Committee

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[[Caption]] Here's the Credentials Committee of the Ninth Annual and Biennial ALPA Convention in action, checking and identifying the Convention delegates' credentials to make sure that all are in order. No one can take his seat as a duly designated and accredited delegate without the proper papers from his council. The four committee members (at right, front to rear of photo) are F. C. Miller, PCA; R. G. Strait, TWA; G. T. Tremble, UAL; and K. D. Wright, Delta. Standing are Wayne Allison, AA (with back to camera); Gus Konz, AA; R. R. MCInnis, AA; Carl Peternell, UAL; P. B. Bernard, MCA; and H.B Cox, AA. 
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Group Grievance
The first appeal hearing in the PCA group seniority grievance was held in the company offices at Washington National Airport, on March 17. Representing ALPA and the pilots were PCA Master Chairman J. V. McClafin, H. J. Bernier, M. C. Garlow, chairman of Local Council No. 11, and John M. Dickerman, while first pilots R. E. Edwards, J. A. Young, and Edward McCready were also present. The company was represented by Trow Sebree, director of operations; R. J. Wilson, vice-president; Murl Estes, system chief pilot; and C. J. Lowen, assistant director of operations. The decision in this case is still pending, but the likelihood is that it will have to go to the system board of adjustment. 
At a meeting of the TWA Pilots' System Board of Adjustment in Kansas City, Mo., on March 21, Captain B. M. Merrill and G. M. Schemel were represented by J. F. Rice, of the Grievance and Conciliation Department, and T. G. Linnert of the Engineering Department. On the following day, March 22, Mr. Rice also represented F. C. DeLosh at a hearing before R. P. Harris, chief pilot of Mid-Con- 
tinent Airlines. 
Engineering Department
 A meeting of the Engineering and Airworthiness Advisory Committee on March 12, highlighted the activities of the Engineering Department during the month. The draft release was discussed, a comparison of the English and metric systems of measurement were made, and the crash of an American Airlines DC-3 near Memphis, Tenn., on August 25, 1946, was reviewed prior to witnessing a fire-fighting equipment demonstration at the Chicago Municipal Airport. 
Present at this meeting were R. M. Van Tuyl, C. L. Brigham, and H. G. Mayes of Local Council No. 12, UAL-Chicago; R. D. Rae, of Local Council No. 25, TWA-Chicago No. 39, AA-Chicago. 
The draft release reviewed by the committee, which forwarded a letter containing its viewpoints to the Civil Aeronautics Administration, was Draft Release 47-2 Subject, Proposed Revision of CAR Part 24-Mechanics Certificates, and Part 53-Mechanic School Certificates. 
A review of the American Airlines crash was stimulated by the unusual factors entering into it. This accident was unusual in that the plane crashed in a near vertical attitude. A study 
was given as to what factors could contribute toward causing the plane to crash in this manner, among them being the possibility of malfunctioning controls and the fact that this plane was what is termed a "rover" airplane; i.e., a plane used exclusively for training. It is common knowledge that all training planes receive more than their share of abuse, and this fact may have bearing on the mysterious crash which occurred while the plane was on a training flight with only a crew of two aboard. 
Apparently as a result of the recent congressional Air Safety Hearings by both the Senate and House in Washington, the CAA has formulated a questionnaire requesting information on how pilots feel about the operation of approach lighting. This questionnaire was reviewed and forwarded to all chairmen. A second questionnaire, also apparently an outgrowth of the congressional hearings, relates to the light beacons along the airways. 
Draft Release 47-1, Air Traffic Rules, Part 60; Specialized Rules for Helicopters, was circulated to the ALPA Air Traffic Control and Airway Aids Advisory Commitee for study and comment. It appears that the flying qualities
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[[Caption]] STANDING VOTE When the "yeas" and the "nays" sounded equally lusty on a voice vote, a standing vote was in order at the Ninth Conventions. The educated ear of ALPA President and Convention Chairman David L. Behncke, attuned by eight previous Conventions, called the voice votes with uncanny and unerring accuracy as the results of the standing votes attested. Any delegate was also privileged to ask for roll call vote if dissatisfied with either a voice or standing vote-an absolute guarantee of complete fairness and democracy which ALPA Conventions have always gone to the extreme to insure. 
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