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[[page torn at the top on the left side]]
[[missing page number from torn portion: Two]]THE AIR LINE PILOT
September, 1947

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[[missing title, title images, Vol. and No. numbers, publication statement, subscription price]]

[[missing name]]............[[missing title, president?]]
[[missing name]].................Firs[[t Vice-President]]
[[missing name]]................................Secretary
[[missing name]]................................Treasurer

Vice-Presidents, Foreign 

[[missing name]]..........................TWA-Rome, Italy
[[name cut off]]ung.............Panagra-Lima, Peru, S. A.
[[name cut off]]verts....PAA-Rio de Janeiro, Brazil, S. A.
         
Vice-Presidents, Domestic

F. C. Miller..................................PCA-Chicago
J. M. Marcum.................................PAA-New York 
L. L. Caruthers.............................Delta-Atlanta
W. T. Babbitt...................................EAL-Miami
L. R. Davidson............................C&S-New Orleans
G. F. Beal................................NWA-Minneapolis
J. H. Roe.................................TWA-Kansas City
M. W. Sellmeyer............................Braniff-Dallas
E. H. Campbell.........................Continental-Denver
S. J. Cavil............................UAL-Salt Lake City
J. L. Crouch..................................UAL-Seattle
Robert Ford.............................PAA-San Francisco
L. M. Williams............................TWA-Los Angeles
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Lawrence Cates.................Legislative Representative
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Entered as Second Class Matter March 11, 1933, at the Post Office at Chicago, Illinois, under the Act of March 3, 1879.
Contents Copyrighted 1947 by The Air Line Pilots Association.
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Editorial Offices: 
3145 W. 63rd St., Chicago Ill.
Telephone Grovehill 2200
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David L. Behncke...................................Editor
Edward C. Modes..........................Associate Editor
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REPORT No. 587

Let's put the record straight regarding one Mr. Carl Dolan, aviation accident investigator, Senate Interstate and Foreign Commerce Committee, who has nudged his way into the air safety picture, bearing apparently little more than a grudge against the air line pilots and an arm load of inaccuracies and contradictions which he brought obliquely into the Senate through Senator Owen A. Brewster, Chairman of the Interstate and Foreign Commerce Committee, under the innocent sounding masquerade of Report No. 587--a report which was more inaccurate than accurate and far more opinion than fact.

What the pilots think of such manufactured-for-a-purpose opinion from one more self-appointed air line safety expert is summed up in the following letter dated
August 27, 1947:

Dear Senator Brewster:
"We have read with great interest your Report No. 587, which you read in the Senate entitled 'Interim Report--United Air Lines Crash, La Guardia Field, New York City, May 29, 1947.' This report which was compiled by Mr. Carl Dolan does not seem to us to show a very enlightened viewpoint. In fact, the report seems to be spotted all the way through with inaccuracies and contradictions. It was our feeling that you would certainly not want the official record to stand as it presently is with this report which, of course, bears your official stamp of approval that you would undoubtedly appreciate having the above-mentioned inaccuracies and contradictions called to your attention. 

"The report begins by attacking the pilot on three counts and stating that an opposite decision in any of the three items would probably have avoided the accident. Let us, for a moment, look at these points individually.

"Page 1--1. Pilot. (a) Pilot's weather analysis. There has been no real proof that the pilot's weather analysis was wrong. Carl Dolan, in this report, argues both ways with himself and, even though he cannot make up his own mind, he blanketly states that the pilot's weather analysis was wrong.

"(b) Pilot's choice of runway 18. Mr. Dolan either did not take the trouble to find out in his investigation or purposely overlooked in his report the fact that the company figured the load for the airplane 3,000 lbs. too high for this runway and the CAA evidently has not checked the operations specifications on this point inasmuch as they too had approved it. Yet Dolan still blames the pilot for using this approved runway. The pilot would never have used that runway if the company had computed correctly and put a limitation of 57,000 lbs. gross take-off for runway 18 instead of computing it at 60,000 lbs. as they did and which the CAA evidently approved.

"(c) Pilot's decision to stop after traversing two-thirds of the runway. Even though later in his report Mr. Dolan makes quite a point of the possibility that the controls were locked, nevertheless, on page 1, he gives as an alternate, 'He could have increased the flap angle and opened the throttle wide and taken to the air, which would have proved better judgment at this point.' To be completely realistic, this statement of Mr. Dolan is pure second-guessing. There is certainly no information available that the pilot could possibly have effected a take-off even as Mr. Dolan so simply suggests. Mr. W. A. Patterson, President of United Air Lines, stated in his testimony. 'He (Baldwin) had a decision to make; if we stop to think of the time element involved, he may have had three seconds, he may have had five seconds to make a decision. I think he made the conservative decision.'
Mr. Patterson went on to say that Baldwin would have been open to much more criticism had he attempted to complete his take-off. All in all, Mr. Dolan's observations on page 1 of this report seem to fully qualify him for the Monday-morning quarterback club. Believe me, the wiseacres who stand around the pool parlors on Monday morning and tell how the game should have been won are not considered to be the top men of football and it is becoming increasingly obvious that neither are they the smart men of aviation.

"Page 2--Item 4. Weather. Carl Dolan states that the regular weather report was accurate and in order, as was an emergency report given the pilot while waiting at the end of the runway. Yet, he mentions wind shifting to the southwest, which was unknown to the pilot. He goes further to say, 'None of these instruments are of the recording type so that no permanent record is maintained.' Yet in the face of this, he states that the reports were accurate. Following this vague contradictory statement, he questions the truth of the testimony given by the pilot in this hearing.

"Page 2--Item 5. Operations. (a) Mr. Dolan states that the operating manuals of the company, manufacturers, and airway guide are not uniform. This statement is correct
but, obviously, Mr. Dolan didn't know or doesn't care about the fact that they embrace different subjects, are written by different people for different purposes. How could they be expected to be uniform?

"(b) Mr. Dolan states 'Dispatching was left practically to the pilot.' There is certainly no one more qualified to judge the immediate problems encountered at the airport or in the air than the pilot. A dispatcher certainly cannot do it sitting in a room where he cannot even see the airplane. Mr. Dolan evidently doesn't realize that there is considerable difference between an air line and a rail car system.

"(e[[c]]) Mr. Dolan states, 'Check lists are too long to be efficient.' As a safety recommendation, the above reaches a new low. As airplanes become larger with more instruments, more valves, controls, etc., the length of the check list must be increased. It must correspond with the complexity of the airplane. It cannot be shortened to satisfy anyone's personal opinion of efficiency. Checking and double-checking must be done and must be completely done prior to every take-off and landing. How anyone who supposedly knows anything about aviation can make such a recommendation as this under the hearing of safety is a little more than we can understand.
 
"Page 2--Item 6. Civil Aeronautics Administration. Dolan states, 'CAA's main function through its traffic-control tower permits only advice to the air line on such matters as it affects traffic. It allows the final decision as to the selection of runways and interpretation of weather and approving load-chart specifications up to the air line.' Who else but the pilot has the responsibility for the final decision concerning this runway or weather interpretation? Dolan's viewpoint again is unrealistic.

"Page 4--Item 5. Weather. (b) Under weather, Mr. Dolan states, 'The dispatchers of aircraft who are licensed should be in entire control on the ground and not leave it up to a pilot to make final decisions on the ground.' ANOTHER CART BEFORE THE HORSE OBSERVATION. THE ANSWER TO HIS REMARKS, OF COURSE, IS, 'IF YOU CAN'T TRUST THE PILOT ON THE GROUND, WHY SHOULD YOU TRUST HIM IN THE AIR? WHY NOT JUST MAN THE AIRPLANE COMPLETELY WITH PEOPLE WHO CAN'T FLY?' Dolan indicates that he will trust a pilot to fly from Paris to New York, but he will not trust him to get from the ramp to the end of the runway. Why doesn't Dolan make at least one sound observation? ALL THE RUNWAYS AT LA GUARDIA FIELD ARE TOO SHORT. THEY SHOULD BE 7,500 FEET, CAPABLE OF BEING EXTENDED SOME DAY TO 10,000 FEET. Anyone who can visualize the problems which occur and are settled between the tower and the pilot while on the runway could see the complete lack of understanding of the problem such a suggestion entails. At times, there is opportunity for one word of acknowledgment only and hardly ever time for a three-way conversation. Where would the dispatcher fit in this situation?

"(d) Dolan says that the handling and changing of departure time is the responsibility of a licensed dispatcher and should not be the duty of cargo handlers, etc. We all know that the air lines have operated with this procedure for years. A cargo handler might carry a message to the captain, but that is all. The dispatcher has the responsibility. Again, Mr. Dolan appears to be misinformed concerning air line operations.

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[[Image slightly cut off: "News Notes From the Councils"]]
[[word cut off]]riter Keys Are Drying Fast 
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By H.E. Whitsitt
Council No. 45, MCA
Kansas City, Mo.
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The setting is a hot summer night with no breeze stirring and the sweat is dripping into a bucket by the desk (I use it to water the tomatoes). Somewhere tonight someone is getting rain by the buckets from some good thunderstorm, but it "ain't" here. If it rained here now, it could all go down the cracks in the ground and never even get the sod wet. I'm not kidding--the last precip we had was when a flock of blackbirds flew over looking for the Great Lakes. The only reason I'm writing this tonight is because the typewriter keys are drying fast. Last night they were Pica size, tonight they are Elite size and it's a cinch that by tomorrow night they won't be King size. 

Along with the weather the council business around here has been hot, too. But I won't delve into that; things would only get hotter. Our chairman and his cohorts are indefatigable and deserve hazzahs from all. C.D. (Van Dyke) Woodside is our chairman now, ably supported by Vice-Chairman Homer (Prof) Mouden and Council Ralph (Valentino) Francis. Also in the picture lately were Al Jaster and Paul Walters, who were members of the negotiating committee. (They recently settled an old contract dispute and are now working on a few revisions and amendments.)

Congrats in Order
Since our last letter several more copilots were moved up and now are ranker than before. After putting it that way, we can't mention any names as we've forgotten where we stopped last time, and we'd probably leave someone out. We have a group of new copilots again but the same situation prevails--forgot where we stopped last time. We'll keep a carbon of this letter. Anyway, congratulations, all new captains and welcome, all new copilots!

Lately this department has been hearing of so-called chain letter activities around KC and some of the finance kings are said to have cleaned up. (We are not sure whether this means got rich or washed.) Anyways things are settling down to routine again and you can go into operations to pick up your clearance without listening to "Wanta buy a letter?"

Clint Larson carried off the trophy this month for "Best Buy." He picked up a nice little place out on Lake Quivera complete with dock and motor boat. Since the hot days find pilots and families dropping in for a long swim. Also in the "new house" field are Hugh Privette and Fred Mahoney. Hugh moved in several months ago and Fred just took possession of his place.

Ed Huschka sold his home not long ago and has already broken ground on a new one at Weatherby Lake. Should be ready this fall. The grapevine says that Rufus March recently sold his home in Fairway and will build a new one in the same vicinity to be completed after the first of the year. If our rumors aren't so hot, Rufus might be surprised to hear this.

The vacations are coming hot and heavy now. The Charlie Bishops and C. D. Woodsides just returned from the far west--Arizona, New Mexico or some place. Walt Pate and family visited in Ohio at the old home place and the Ralph Francis group toured northern Minnesota for a refreshing two weeks. Wade Mumaw plans to spend a part of his vacation flying his control line models at the national meet in Minneapolis. Wade held the distinction of a world's speed record with one of his ships for a few weeks--then some California professional nosed him out. 
Since our last latter Mid-Continent's most eligible bachelor has been wooed and won. He was Jimmy Hudson--in fact, he's still Jimmy Hudson, but he now has a Mrs. Drop in and see them sometime.

Strange But Wonderful

Golf has been a favorite occupation around here this summer--early-in-the-morning-golf, that is. And before we go any further, we want it known that we finally beat Harry Rhode. That is a pinnacle of achievement. Of course, he was slightly off his game--10 or 12 strokes. Anyways it was one of those strange but wonderful things. Jack Huston gave up golf once this summer but is back banging around again and doing better than ever. He also gave up smoking to help gain some weight and has gained so much that he had to start smoking again.

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[Image]
"Hey, Bill, you'd better pull 'er up some. I think we're flying too low."

[[continued from previous column]]
"Page 4--Item 6. CAA. Dolan states, 'The CAA should cease advising air lines and set up minimum standards of safety as they apply to the public and insist on the compliance with them by air lines and expand the authority of Traffic Control Towers to make final decisions whether runways, weather or other reasons.' Mr. Dolan overlooks the obvious fact that it might be a little difficult for a control tower operator, who cannot fly, to make a sudden emergency, split-second decision which requires practical flying knowledge and experience to a very great degree. He overlooks also the fact that there might be a considerable confusion and difficulty on administering this particular recommendation. For example, the procedure followed by any sensible air line pilot if ordered by a control tower operator to take off on a runway which the pilot felt was unsafe under the existing circumstance would be to return to the ramp, review the entire matter, and if they cannot agree, cancel the trip.
 
"In conclusion, we can only reiterate our sincere regret that a report containing such inaccuracies, contradictions, and misstatements of facts has found its way into the Congressional Record and into the Nation's press under your stamp of approval. We hope that the facts we have set forth in this letter, will, in some way, find their way into the records of your committee, at least in a measure, to help to correct this unfortunate situation. 

Sincerely yours,
AIR LINE PILOTS ASSOCIATION
|s| David L. Behncke, President."

Yes, indeed, the facts and the record should be kept straight. Now that more is starting to be done for air safety than has been done in over a decade, it shouldn't be put in the category of a free for all for second guessers. If Mr. Dolan's Report No. 587 was deliberate, it is nothing less than scandalous in its viciousness; if it was not deliberate in its half truths, it isn't even a second rate job of Monday morning quarterbacking for a man playing expert. Air safety is a job for professionals, not dabbling amateurs. LET'S KEEP THE AMATEURS ON THE SIDELINES AND LEAVE THE PROFESSIONALS ON THE FAIRWAYS. LET'S STICK TO FACTS AND FACTUALLY-ARRIVED AT CONCLUSIONS, AND THERE WILL BE NO NEED FOR ERROR-SHOT OPINION PAWNED OFF AS FACT.  

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In Constant Memoriam
"To fly West my friend, is a flight we all must take for a final check."

Active Duty Air Corps
Allen, K.N.--AA
Beadles, E.C.--UAL
Berger, H.A.--UAL
Bowen, W.S.--EAL
Campbell, M.H.--TWA
Canton, C.E.--EAL
Charleton, H.T.--AA
Darby, J.E.--C&S
Davis, W.E.--Continental
Doxey, W.S.--PAA
Duke, A.B.--EAL
Folkers, H.J.--Braniff
Greenlee, R.L.--UAL
Herndon, Thomas--UAL
Jackson, Walter--TWA
McDowell, H.C.--UAL
Mitchell, H.F.--Colonial
Mostoller, Charles--EAL
Nagel, John--MCA
Nelson, F.S.--WAL
Peterson, Warren--TWA
Roth, P.F.--EAL
Shafer, G.H.--TWA
Skelly, H.J.--AA
Trewek, J.M.--AA

Active Duty Naval Reserve
Jones, J.P.--EAL
Knudson, Max--TWA
Nelson, R.G.--NEA
Roscoe, T.M.--EAL
Sparboe, J.H.--NWA
Williams, R.W.--EAL

Active Duty Marine Corps
Kimball, W.F.--TWA

Active--Accidental
Adams, J.B.--UAL
Amthor, W.E.--TWA
Anderson, Lloyd--UAL
Andert, P.A.--UAL
Antonio, S.B.--PCA
Bamberger, T.L.--TWA
Bandegas, Antonio--TACA
Barrett, J.C., Jr.--PAA
Barron, J.M., Jr.--AA
Bates, C.F.--NWA
Bethel, A.T.--TWA
Beindorf, C.R.--UAL
Bickford, L.A.--Panagra
Bigelow, Edward--UAL
Bliven, L.H.--NWA
Blom, E.W.--UAL
Bogen, W.L.--WAE 
Bohnet, F.L.--TWA
Bolton, H.F.--TWA
Bontrager, C.M.--UAL
Borchers, Adrian--PAA
Bowen, J.E.--TWA
Bowen, L.L.--Braniff
Brandon, J.L.--UAL
Brand, W.J.--AA
Briggs, F.W.--AA
Briggs, W.P.--UAL
Brigman, R.M.--AA
Broghton, D.E.--UAL
Brown, D.W.--UAL
Brown, H.B.--NEA
Brown, W.C.--PAA
Brunk, P.S.--PAA
Bucher, C.L.--PAA
Bucklin,Fred--PCA
Bullis, R.L.--PAA
Burks, J.A.--UAL
Caneta, J.J.--EAL
Carpenter, B.A.--AA
Carson, S.A.--PCA
Chamberlain, C.B.--NWA
Christian, I.J., Jr.--NWA
Clark, F.N.--Continental
Clayton, R.C.--C&S
Cohn, H.G.--WAS
Cole, D.C.--UAL
Coney, W.E.--EAL
Cooper, D.I.--AA
Cope, Alonzo--Marine Airways
Cox, Floyd--Ludington
Creekmore, R.N.--PCA
Dace, F.E.--WAL
Dally, B.H.--TWA
Davidson, W.A.--AA
Davis, A.W.--UAL
Davis, Douglas--EAL
DeCesare, Frank--Panagra
DeCesaro, J.G.--UAL
Diltz, H.C.--TWA
Dietz, S.G.--EAL
Dietze, R.H.--AA
Dixon, Andrew Jr.--DAL
Dryer, D.F.--AA
Dunn, S.M.--Panagra
Dyjak, R.J.--NWA
Eitner, R.G.--AA
Elder, McLemore--AA
Elzsey, R.M.--PAA
Enger, G.E.--NWA
Fey, Howard--UAL
Fidroeff, W.M.--WAL
Fields, G.T.--AA
Fife, M.L.--AA
Fischer, J.F.--NWA
Fortner ,W.F.--EAL
Fuller, R.E.--AA
Gambee, H.T.--TWA
Gay, R.A.--AA
Gardner, G.W.--Panagra
Gentry, J.N.-PAA
George, Hal--TWA
Gill, D.N.--TWA
Gillette, M.A.--TWA
Golden, Glenn--AA
Gower, V.I.--Delta
Grover, R.B.--UAL 
Hald, A.A.--NWA
Hale, S.H.--EAL
Hallgren, W.A.--AA
Harlow, L.R.--NEA
Hart, J.F.--NWA
Hart, J.H.--PAA
Haskew, H.M.--EAL
Hedenquist, W.A.--TWA
Herndon, J.T.--UAL
Hill, G.W.--AA
Holbrook, C.M.--AA
Holsenbeck, W.M.--PAA
Holstrom, A.E.--TWA
Howell, P.P.--TWA
Hunt, Edward--PAA
Inman, R.R.--TWA
Inman, W.B.--EAL
Ireland, B.L.--Continental
Jackson, Walter--TWA
Jameiller, S.E.--Continental
Jameison, W.L.--EAL
Jesselyn, John--PCA
Jones, H.H.--PCA
Jones, L.E.--UAL
Jones, W.H.--UAL
Judd, O.K.--PAA
Kelley, R.A., Jr.--EAL
Kelsey, H.J.--AA
Kincanon, T.N.--AA
King, G.B.--PAA
King, J.O.--EAL
Knight, R.S.--EAL
Komdat, A.C.--EAL
Kroeger, J.H.--PAA
Kuser, R.E.--EAL
Lamb, C.S.--UAL
LaMontagne, R.L.--AA
Latz, W.G.--Pioneer
Lewis, H.C.--TWA
Livermore, Joe--NWA
Loeffler,E.J.--WAL
Lucas, Al--WAS
Lucas, Verne--Ludington
Lynn, J.B.--C&S
McAfee, William--PAA

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September, 1947 
THE AIR LINE PILOT                        
Three

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In Constant Memorian
"To fly West my friend, is a flight we all must take for a final check."
McCauley, J.R.--AA
McCoy,R.S.--PAA
McKerinan,P.S.--TWA
McLaughlin,J.J.--AA
McMickle, Harold--Panagra
Majors,R.R.--AA
Mallick,F.E.--UAL
Mamer,N.B.--NWA
Marshal,G.V.--AA
Merrifield,A.S.--UAL
Martin,K.R.--NWA
Miller,B.D.--AA
Miller,G.J.--WAL
Miner,W.H.--UAL
Mitchell,J.W.,Jr.--EAL
Montee,Ralph--TWA
Montijo,J.G.--VAT
Morgan,H.R.--TWA
Morgan,H.W.--PAA
Mossman,R.C.--C&S
Neff, Harold--UAL
Nilsen,N.A.--TWA
Noe,E.J.--TWA
Norby,R.B.--NWA
Nordbeck,N.T.-NEA
Obri,Fred--PAA
O'Brien,W.E.--PCA
Odell,M.T.--AA
Olson, K.S.--NWA
Onsgard,Alden--NWA
Owens,C.P.--WAE
Parker, A.V.--TWA
Paschal,Archie--PAA
Paulis,Raymond--PCA
Pedley,C.F.--AA
Perry,J.A.--EAL
Person,A.G.--PAA
Pickup,C.V.--UAL
Pielemeir,H.E.--AA
Pitman,C.V.--Panagra
Poe,K.N.--Panagra
Porter,G.H.--AAA
Potter,N.W.--UAL
Proebstle,Roy--NWA
Pursley,C.H.--Panagra
Quale,R.J.--AA
Radoll,R.W.--UAL
Raley,R.J.--NWA
Repack,W.T.--PCA
Rhew,J.N.--C&S
Riggs,R.S.--AA
Robbins,W.J.B.--AA
Rose,J.A.--KLM
Rousch,C.W.--NWS
Rust,F.H.--AA
Salisbury, H.M.--TWA
Sandblom,,L.V.--CP
Sandgren,T.E.--UAL
Sands,R.E.--UAL
Sauceda,J.M.--PAA
Scwartzbach,M.D.--WAL
Scott,P.T.W.--TWA
Scott,P.C.--UAL
Scroggins,L.V.--PCA
Shank,E.S.--NWS
Sharpnack,J.W.--UAL
Sheets,D.K.--Panagra
Sherwood,G.C.--WAL
Smith,G.E.--TWA
Smoot,C.H.--Braniff
Snowden,J.P.--TWA
Stark,Horane--PCA
Steen,J.L.--PAA
Stehle,W.C.--AA
Stiller,H.A.-AA
Stoner,S.E.--AA
Stroud,J.E.--AA
Stultz,H.L.--TWA
Supple,R.E.--Panagra
Tarrant,H.R.--UAL
Terietzky,Leo--PAA
Thomas,L.E.--EAL
Thompson,A.R.--UAL
Turbyne,Robert--Panagra
Underwood,S.L.--AA
Vance,C.K.--UAL
Vanderbusch,R.E.--NWA
Wagar,G.K.--UAL
Waldron,Joe--AA
Walker,M.A.--PAA
Wallace,C.W.--TWA
Wasil,N.A.--TWA
Watkins,E.C.--AA
Weatherdon,Edwin--AA
Weber,R.J.--WAL
Weeks,R.E.--TWA
West,F.W.--NWA
Westerfield,W.R.--AOA
Whidden,R.G.--NEA
Wieselmayer,Otto--PAA
Wilson,W.D.--A
Williams,W.C.--TWA
Williamson,P.B.--EAL
Willingham,K.V.--EAL
Witt,Porter--NWA
Worthen,J.A.--WW
Wright,J.S.--TWA
Young, G.E.--UAL
Zeier, C.F.--C&S
Zundel,W.R.--AA
   
Natural
Blomgren,L.L.--AA
Carl, A.C.--PCA
Chiappino,L.J.--TWA
Cochran,R.M.--UAL
Colton,Ray--UAL
Cummings,J.O.--AA
Currier,C.L.--TWA
Fife,J.A.--CA
Gambee,H.T.--TWA
Gildbert,P.L.--PAA
Griffin,L.B.--Panagra
Hohag,R.J.--NWA
Hubbard,D.L.--NWA
Jamieson,L.S.--EAL
Jaster,F.B.--EAL
Johnson,P.E.--UAL
Knight,J.H.--UAL
Leist,G.G.--PCA
Little,R.J.--AA
Maguire,R.C.--AA
McConaughey,I.M.--AA
Peterson,J.M.--NWA
Phelps,H.T.--PAA
Rhoades,G.I.--PAA
Rosenberger,W.S.--PCA
Schier,Tip--Delta
Swanson,Axel--AA
Taylor,V.W--NWA
Wallface,J.L.--UAL
Wittenberg,F.E.--UAL

Inactive
Anderline,F.W.
Anderson,W.D
Ashford,Ted
Barr,Julius
Brown,W.C.
Burford,D.W.
Caldwell,G.Q.
Cushing,G.R.
Crayton,C.M.
Fisher,A.O.F.
Holland,Glenn A.
Hulsman,H.W.
Hunter,L.W.
Jackson,L.A.
Jennings,Spencer
Judy,H.R.
Kerwin,J.J.
Leak,E.L.
Lorber,C.A.
McMarkin,R.A.
Miller,G.D.
Mills,Arthur
Mitchell,R.L.
Noyes,D.L.
Ormsbee,F.E.
Riddle,G.L.
Roulstone,J.J.
Rousch,U.E.

For Chosen Instrument--The 'Coup de Grace'
[Image]
The multitude of  so-called "chosen instrument" bills, politically concocted synonym for legalized air lines monopoly, were dealt well might be their "coup de grace" as the result of the recent Howard Hughes' investigation. The sensational revelations and counter accusations of the hard-fighting, straight-talking aviator-industrialist, shown here in the cockpit of his XF-11, one of the world's fastest long-range reconnaissance planes, left little likelihood that the proponents of the bills would be brash enough to push for its enactment, but would instead the the discreet course and let them tie on the vine. The plane, pictured above with Hughes at the controls, is a sister ship to the one in which he almost lost his life in an accident last January 7. A man with ideas and the courage of his convictions, Hughes stakes his reputation on the planes he had built for the Arm Air Forces. "If they don't fly," he said, "I'll leave the country... and I mean just that." One thing about Howard--he flies them all including the ones he builds. There can't be too much wrong with a fellow of this calibre. 

Two Basic Pilots Agreements Signed 
(Continues from Page 1, Col. 4)
mate and the first air line pilot strike in history was looming, all of ALPA's employment agreements are today either signed, on the verge of being signed, or, being progressed normally toward a conclusion.

Sixteen Agreements
Of the 16 contracts culminated since the TWA arbitration award on January 22, 1947, 14 of them have been amendments to agreements and the other two original pilots' working agreements, a recapitulation of the employment agreements - making activities showed this month, leaving one five contracts yet to be completed, while conferences with a sixth for a basic agreement are pending.
The two new airlines added to the ALPA fold during this period of concerted employment agreement making, which in toto represents hundreds of days around conference tables are Empire Airlines and Alaska Airlines, while amendments and supplemental agreements have been concluded with Braniff Airways, Trans World Airlines, American Airlines, Colonial Airlines, National Airlines, Pan American Grace Airways (Panagra), Northeast Airlines, Northwest Airlines, Chicago and Southern Air Lines, Continental Air Lines, Pennsylvania-Central Airlines, Eastern Air Lines, and Mid-Continent Airlines.
Of the six contracts yet to be completed, three of them, United Air Lines, Pan American Airways, and American Overseas Airlines, are in a statues of mediation, wile Delta Air Lines, Western Air Lines and Pioneer are still in direct negotiation. Negotiations for a basic working agreement for the Hawaiian Airlines pilots are pending for the very near future.

Agreement High Lights
While ALPA's employment agreement has proceeded at a steady, time-table pace, it has adhered strictly to a well-planned, long-range employment agreement making policy and an analysis of completed agreements reveals the following highly significant high lights:
(1) All employment agreements have followed a Ninth Convention mandate to the effect that no rates of compensation be bargained downward.
(2) Many of the completed agreements have been signed in record time and the majority concluded through direct negotiations.
(3) All negotiations have been conducted individually with each individual company and not on an industry-wide basis.
(4) All agreements have represented considerable gains for copilots and contain high-light features that represent an improvement over previous contracts.
(5) Equipment and speed differentials and productivity factors have been recognized as a precedent for rates of compensation increases.
The three latest agreements to be signed are those with Continental Air Lines, signed on August 27; Mid-Continent Airlines; and with Alaska Airlines, signed on September 4.

Continental Signed
Although Headquarters had invoked the services of the National Mediation Board on behalf of the Continental Airlines' pilots on August 7, 1047, the case was not docketed by the National Mediation Board and the agreement was reached in a resumption of direct negotiation conferences held in Denver, Colo., on August 18, 20, and 21, 1947.
The services of a mediator had been requested to dispose of two items, which were subsequently settled in the direct negotiation conferences, namely -- whether the company should pay gross weight pay as other air lines were currently paying, any, what should be the effective date of the agreements. 
This was the third of a series of conferences held with Continental, dating back almost a year, with previous conferences being held on September 12 and 13, 1946, and July 1, 2, and 3, 1947.
Representing the Continental pilots at these conferences, whose resultant agreement ranks among the best in the industry, were R.L. Ainsworth, R.M. McCoy, E.A. Oliver, G.Y. Klein, R.M. Wampler, and J.L. Snyder, all of Local Council  No. 15, Continental-Denver; and K.J. Ulrich of ALPA's Employment Agreement Department. Company spokesmen were O.R. Haueter, vice-president of operations; R.F. Vincent, personnel director, and L.P. Morrison and G.W. Clark, of the Airlines Negotiating Committee.
The Alaska Airlines agreement was signed by the pilots on June 18, but the company did not affix its signature until the September 4 date, at which time it went into effect.

UAL Deadlock
Completing the August-September negotiating activities of ALPA were conference held with United Air Lines and Western Air Lines and the scheduling of conferences to be held with Pioneer Air Lines on September 23, 24, and 25. 
[Box]
[United Receives 22 of DC-6 Fleet]
The Douglas DC-6, which just a few short months ago was introduced into regularly scheduled air line operations, has won the approval of air line operator as United Air Lines recently announced they have already received 22 of their 35 on order. United reports that the DC-6s during the first two months of their scheduled operations have flown 34,000,000 revenue passenger miles. United is operating 10 flights daily with the DC-6; they include: San Francisco and Honolulu; San Francisco; Chicago and New York and Washington; Las Angeles, Chicago and New York; and Chicago and New York.
 
The conferences with United Air Lines in late August and early September failed to bridge the widening gap between the company and the UAL pilots and left mediation a certainty when the meetings deadlocked in September 10 finally and conclusively, following the company's brazen display of poor ethics and the crassest of behind-the-scenes machinations.
These conferences, held at United's offices in Chicago on August 21 and 22 and September 9 and 10 brought the 28 the total number of days spent in conferences with this company during the current series of negotiations which began on March 18, 1847, and have been held almost monthly ever since.
At the conclusion of the last conference of July 12, rates of compensations for DC-3 pilots was the only really serious obstacle standing between the company and the pilots, and the pilots entered the August and September meetings conscientiously, desiring to wipe out this last stumbling block and to complete the current negotiations.
However, to the surprise of the UAL pilots' representatives the company insisted on injecting many new angles; some entirely foreign to this series of negotiations, such as managerial prerogative and no strike sections, others a reinjection of issues which has been eliminated by mutual agreement a long time ago in previous negotiations.

Unprecedented Changes
The changes which the company attempted to introduce were major and not minor in nature. They were obviously unacceptable to the pilots and their representatives being changes of a deep seated and fundamental nature and basically an attack on many pilots privileges arrived at by collective bargaining procedures over a long period of years.
The most important of the unprecedented negotiation-stymying changes asked by the company were: (1) limiting the agreement so it covers on pilots listed on the pilots' system seniority list; (2) insertion of a contractual outline of the rights and duties of management, which serves no useful purpose other than to blur the issue; (3) rewording of the grievance section so that it covers only grievance arising out of disputes over the application of the contract and not those arising out of interpreta-
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In Constant Memoriam
"To fly West my friend, is a flight we all must take for a final check."
Shelton, B.M.
Squire, J.P.L.
Stark, H.C.
Tinkle, H.A.
Van Alstyne, Hugh, Jr.
Veblen, E.H.
Walbridge, D.C.
Warner, Roy
Wheaton, H.H.
Whittemore, F.W.
Wolf, J.F.
Willey, S.L.
Zimmerman, H.J.

Waiting List 
Brock, W.S.
Clark, W.H.
Kiser, Daniel
Langmack, D.F

Unemployed
Downs, Lloyd
Hays, G.L
Keadle, F.E
Miner, R.I.
Rhiner, L.R.
Straith, W.P.A.

Honarary
LaGuardia, Fiorella
Brisband, Arthur
Greene, Dr. Ralph
Keyy, Hon. Clyde
Rogers, Will

[[Image]]
-International News Photo
HOMEWARD BOUND
Headed toward home and the soil of their native Ireland are these 21 sisters from St. Joseph's Academy, Tipton, Indiana who are shown just before they bound the Trans World Airline Skymaster,"The Acropolis," for a flight to their homeland and a reunion with their families. It was the first time any of the nuns had flown in a plane, and their first visit to Ireland since taking their vows.