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Six THE AIR LINE PILOT March, 1947 9th Annual Convention is an Education on ALPA Accomplishments (Left side of paper) [[3 images]] [1st image] ALPA EMPLOYMENT AGREEMENT ACCOMPLISHMENTS THE ASSOCIATION HAS NEGOTIATED 136 EMPLOYMENT AGREEMENTS SUPPLEMENTS-LETTERS OF UNDERSTANDING-AMENDMENTS TIME SPENT IN DIRECT NEGOTIATIONS, MEDIATION AND ARBITRATION COVERING ABOVE DOCUMENTS, 90 MONTHS, 26 DAYS APPROXIMATE NUMEBR OF MILES TRAVELED IN AGREEMENT MAKING 2,594,000 PRESIDENT BEHINCKE SPENDTHRIFT 1,274 DAYS AT CONFERENCE TABLE IN DIRECT NEGOTIATIONS, MEDIATION AND ARBITRATION [2nd image] ENGINEERING & AIR SAFETY DEPT. ALPA LANDING AIDS RECOMMENDATIONS [3rd image] Visual Report OF ALPA GRIEVANCE AND CONCILIATION DEPT. CASES WON 49 CASES LOST 6 GASES PENDING 34 CASES WITHDRAWN 16 ESTIMATED MILES TRAVELED 45,000 50,000 ESTIMATED EXPENSES $3,000 TOTAL CASES 105 NO AIRLINE PILOT HAS BEEN DISCHARED WITHOUT PROPER JUSTIFICATION.......... [Right of 1st page images] (1) Employment Agreement Dept. The Employment Agreement Department, whose activities form the very heart and fibre of ALPA in the form of working agreements with every major certificated scheduled air line in the nation, forms the staunch cornerstone of ALPA's highly departmentalized Headquarters organization dedicated to one objective end: the protection and betterment of the air line pilots' hours, rates of compensation, rules, and working conditions. Although the Employment Agreement Department as such was not activated as a working unit of the Air Line Pilots Association until June 1, 1943, the history of ALPA's employment agreement-making activities extends back eight years until May 15, 1939, when the first basic employment agreement with American Airlines was negotiated and signed by ALPA President David L. Behncke. Six years of unrelenting work subsequently brought all the nation's air line pilots under the protection of ALPA negotiated working agreements, the last being signed with PAA on June 16, 1945. Today, not an air line pilot is without the protection of a working agreement-agreements which raised the air line pilots' rates of compensation from as little as $50 a month for a copilot flying close to 160 hours a month when the Association was first formed to what they are today-but employment agreement negotiations are still a never-ending process, and the scope of its activities are gargantuan. Since 1943, the Airl Line Pilots Association has negotiated 136 employment agreements, supplements, letters of understanding and amendments for the nation's 7,000 air line pilots which it represents. Over that relatively short period of time, representatives of the Employment Agreement Department spent approximately 90 months and 26 days in direct negotiations, mediation and arbitration, and the number of miles travelled in accoplishing this record is estimated to be 2,504,000. President Behncke, as ALPA's chief negotiator, has himself spent 1,274 days (three years and 179 days) during that time at conference tables in direct negotiations, mediation, and arbitration. Stop for a brief moment and think that over-three yeras and 179 days at conference tables. ALPA's employment agreement making activities are carried on under Title II of the Railway Labor Act, as Amended, whose passage was secured by ALPA on April 10, 1936, and which provides: "it shall be the duty of all carriers, their officers, (continued on Page 7, Column 3) (2) Engineering and Air Safety Dept. Although the Air Line Pilots Association was active in all phases of aircraft engineering through the work of the Engineering and Airways Advisory Committee, it was not until September, 1944, that a full time Engineering and Air Safety Department was put into operation. Since its inception as a full-time ALPA department, the Engineering and Air Safety Department has actively participated in the investigation of 54 air line accidents. Although some of the crashes occurred in the most remote sections of the country, an ALPA crash representative was on the scene gathering pertinent data, supplying pictures and assisting the Engineering Department in formulating recommendations for the prevention and recurrence of accidents. Over 800 obstruction and radio relaignment letters which reached a total circulation of over 5,000 have been handled by the department. Draft releases circulated by the Civil Aeronautics Board, which to date number 46 have been reviewed, and the consensus of opinion of the air line pilots, incorporated in a report on each release was submitted to the agency. Constantly standing by as the watchdog of air safety and the rules and working conditions of the air line pilots, ALPA in the past years has been instrumental in establishing many engineering regulations. These include: Setting forth and making mandatory new fire detection, prevention and extinguishing equipment in the CAR-04 Transport Category Regulations; stabilizing and handling characteristics of transport aircraft in general; preventing the establishment of a separate cargo airplane category; assisted CAA on specifications for the reversible propellers on heavy aircraft; maintained instrument flight minimums at 1000 ft. as desired by (Continued on Page 8, Columns 4 and 5) (3) Grievance and Conciliation Dept. Vital to the interest of every air line pilot is ALPA's Grievance and Conciliation Department, guardian and protector of the rights of the air line pilots, which since its formation on November 14, 1944 has handled 105 cases, of which 51 have been won, 15 withdrawn, and only eight lost, with the remaining 34 still pending. Incorporated in every pilots’ working agreement is the following clause: “A pilot shall not be disciplined or dismissed from the company without notification in writing as to any such action and such pilot shall not be disciplines or dismissed without an investigation and hearing, provided that the pilot makes written request to the supervisor or flying for an investigation and hearing within seven days.” It is upon this basis that the Grievance and Conciliation Department operates. The statistical record reflects only a part of the scope of the activity Ives of this department, however for the number of cases that are settled before they reach a hearing stage are legion. If at all the possible, a grievance is eliminated or settled before it actually develops into a case. No air line has been free from grievance cases, although the number of green cancels on American Airlines and TWA, most of them growing out of the postwar introduction of larger equipment and international operations, have totaled more than all other lines combines. All of these however, are rapidly on the way to mass and final settlement. In addition to grievance work, the Grievance and Conciliation Department in conjunction with he Washington office handles CAA license suspension and revocation cases. Because of the vital nature of this department, further expansion has been authorized. It is more of a record than a boast that no air line pilot been discharged without proper justification. (Right page) March 1947 THE AIR LINE PILOT Seven From Washington Slipstream [Column 1] The probes into air line safety practices being conducted by the senate and House Interstate and Foreign Commerce Committees have been virtually brought to a conclusion except for the hearing of a few additional witnesses. There is some indication that considerable pressure has been exerted to limit the scope of the investigation launched after the appalling series of air crashes which were experienced in the late part of last year. This pressure has apparently headed off a projected over-hauling of air line finances which was expected to follow the safety investigational It is reported that the interests who have been discouraging the continuation of the investigations are claiming that if Congress proceeds with them, public confidence will be so shaken in the air lines that irreparable damage will be done and such damage would far exceed any good that might come from Congressional investigation. Another factor which has caused a certain cooling of interest on the part of legislators is the fact that except on foreign air lines, there have been as of this writing no recent scheduled carrier air accidents. [Bold\] Few Tangible Results [\Bold] About the only tangible result apparent to fate is the possibility of additional appropriations for improved landing aids such as approach lights and so on. Although this is a step in the right direction, it will be regrettable indeed if the Congress does not now follow through with effective legislation to modernize and improve air safety. In addition to testifying before the Committees, ALPA has maintained close contact with the proceedings. Particularly vigorous work has been done by ALPA’s representatives in connection with urging the reporting out of S. 269, Senator Pat MCarran’s bill which would re-establish the independent Air Safety Board. This measure is currently resting in Senator Owen Brewster’s Subcommittee on Aviation. As of this writing, no action towards reporting this bill out has been taken by the Committee. Naturally, during [Column 2] the hearings, the CAB, CAA, and ATA opposed the re-creation of the independent Air Safety Board for reasons which are quite obvious. Under the present investigatory setup, the CAB is often investigating itself, and the CAA’s participation in such investigation is likewise subject to the same criticism. The inadequacy of the CAB accident reports is causing some interest in Washington among persons who formerly accepted them as gospel. ALPA has long maintained that these reports leave a great deal to be desires, particularly when “they take the easy road out” by blaming the accident on the pilot. [Bold\] The McCarran Bill [\Bold] On February 28, Senator McCarran, in support of his proposal to re-establish the independent Air Safety Board, forwarded to Senator Brewster's committee an analysis of the October 3, 1946, AOA Stephenville, Newfoundland, crash and criticized CAB's investigation of it. This should prove an eyeopener to those who believe "all is well" with our CAB's Safety Bureau's investigations. The CAB's report on this accident is not yet available, and it will indeed be interesting to see how the CAB's Safety Bureau reconciles some of the actions (or more properly "inactions") of certain government agencies, both prior to and after the accident. [Bold] Chosen Instrument [\Bold] In the last Congress, a bill. introduced in the Senate to establish an all-American flag airline and which would have authorized this one company to carry on all United States international air transportation, failed to receive consideration on the floor by reason of a tie vote in the Senate Commerce Committee. Extensive hearings had been heald during which a committee of seventeen air lines on the one hand and Pan American and United on the other hand were fighting out the issue of whether more than one company should represent the American flag in competition with foreign operators. ALPA took a position opposing the bill in the belief that it not only would be better for American air transport in- [Image below columns 1 and 2] IRONY The camera of ALPA Crash Representative J.G. LaVake, of Local Council No. 51, EAL-New York, catches an ironical note in this picture of the debris of the fatal Calax, VA., crash of an EAL liner on January 22. A fire-scared and mud-splattered copy of "Life" rests between the smashed propeller blades of the plane in a mute mockery of the crash that spelled "death" to 18 persons. The air line pilots have shown the way to stop this useless loss of human life-reestablished the independent Air Safety Board. Yes, there is opposition, even to this. Sometimes we wonder. Instead of being humans fine, clean and decent, are we selfish, greedy and dollar-dizzy? Are too many possessors of the last three attributes? Yes, that must be it-and standing as silent witnesses are the dead, killed needlessly in air line accidents. [Column 3] dustry but also for American air line labor to have more than one U. S. company in competition internationally. The problem of differentials in wage scales and working conditions of American and foreign carriers was one of the major issues considered by the State Commerce Committee. In spite of its defeat, the proponents of this plan are again becoming active and there are evidences on Capitol Hill that it will soon be up for consideration again. It is felt by those in favor of this scheme that the present Republican majority in the House and Senate provide a more favorable atmosphere for consideration and that the alleged financial difficulties of a least one carrier engaged in international air transportation will combine to force the matter on the floors of the House and Senate. Greater activity on the House side in this matter is to be expected than was evident in the last Congress. It is known also that Pan American's representatives have recently been quite active with certain influential Republican members in Congress. In the event such a proposal were to be enacted into law, and all the present American international air transport companies were merged into one carrier there would, of course, be terrific problems of readjustment of personnel, including the adjustment of pilot seniority. [Bold\] Wester-UAL Sale [\Bold] One of the hardest fought route cases considered by the CAB in recent years was the award of the Denver-Los Angeles cut-off to Western Air Lines. United Air Lines took this case to the courts, bu twas unable to shake the CAB's decision. Recent announcement by the presidents of those respective air lines that a contract had been entered into between them, whereby United Air Lines would purchase outright the Denver-Lose Angeles Route 68 together with certain equipment for the sum of $3,750,000 was something of a surprise to industry circles. It appears to accomplish two purposes: one is to give United access to the Southern California region from Denver and the second is to provide Western Air Lines with very useful cash. The deal, of course is subject to approval by CAB. As soon as the sale was announced, ALPA took immediate steps to intervene in the Civil Aeronautics Board proceeding, in order to protect the rights of the Western and United pilots who will be affeted by the sale. A hearing is expected in the near future. Employment Agreement Dept. (Continued from Page 6, Col. 5) agents and employees to exert every reasonable effort to make and maintain agreements concerning rates of pay, rules and working conditions, and to settle all disputes, whether arising out of application of such agreements or otherwise, in order to avoid any interruption to commerce or to the operation of any carrier growing out of any dispute between the carrier and the employees thereof." Further protection is given the air line pilots in that part of the Act which prohibits air carriers from changing rates of pay, rules or working conditions of employees as embodied in employment agreements and amendments or supplements thereto except as provided in the Act. ALPA's employment agreements are her most valuable assets and the Employment Agreement Department the most vital cog in the Association's air line pilot representing machinery. [[Image]] THE WAKE At the end of the Ninth Convention Bart Cox (AA) and his Commitee on Employment Agreements, Salaries Hours and Working Conditions (Domestic) simulate the burning of reams of varied, sundry, and well meant assortment of resolutions which they considered but failed to pass. Many did pass, but many more also fell by the wastebasket and went the way of all [[Image]] well meant but misfired efforts that just missed the mark. Veteran Bart, whose wit is subtle and whose humor is contagious even to a point of burlesqued satire, was pointing the way to a moral when he indulged in this bit of thumbs down shennanigans and pose his committee for this interlude of horseplay. Anyway, the moral is definitely there and it's this: that is exactly what a lot of the foes of the air line pilots would like to do with the air line pilots' salaries, hours, rules, and working condition-throw them in the wastebasket-but thanks to ALPA, they haven't. Others in the photo, in addition to Bart who is filling "file thirteen," are F. J. Hazellif (Delta), V. A. Peterson (EAL), J. R. MacDonald (PCA), G. M. Corbet (Continental), R. O. Loranger (NEA), and E. P. Reed (AA). ON THE ALERT Nothing got by Convention Delegates Gus Konz, chairman of Local Council No. 3, TWA-Kansas City, and chairman of the alerting Committee on Grievances and membership. Here they are on the alert-Gus at the left, and Jimmy at the right - back to back and with their backs to the wall. Perhaps you'll notice, as we did, that there are two movie stars that bear a striking resemblance to Jimmy and Gus, or vice versa, whichever you prefer. But to avoid being on the beam for a punch in the beezer, your reporter shall purposely and deliberately refrain from being too definite abut identification as discretion is the better part of something or other... valor, we believe it is. Yes, yes, we slid out of that one gracefully and adroitly, didn't we? Or did we? We'll see when our beams cross. Seriously though, Jimmy and Gus were a couple of hard working, efficient delegates and being on the alert was typical of all of the 99 delegates to the convention without exception even after three a.m. *** PURE CORN Girdle: Something which keeps figures from telling the truth. Bathing suit: A garment with no hooks, but plenty of eyes *** ROBERTS' RULES OF ORDER NOTWITHSTANDING Marriage: A committee of two on ways and means, with authority to add to their number and where the majority votes but the decision is always...well, you're married, aren't you? Ahem, alas and alack, 'twas ever thus. Time changeth not all things, it seems. *** [[Image]] 'WAY BACK WHEN - Did you know that in the old days: An aileron was also called a banking scudder? That an elevator was called a diving rudder? That there was such a thing as right-handed or a left-handed engine? That parasite drag was called head drag? That the leading edge of the wing was called the entering edge? That castor oil was used instead of regular oil?
