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Six THE AIR LINE PILOT September, 1947

Where, Oh, Where, Are the Air Line Pilots?
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Just about everyone, all the theorists to be sure, have squeezed their way into the airport planning picture, but where, oh where, are the realists—the air line pilots who compose the greatest reservoir of practical airport planning information available? As in this picture, the practical realists have been shunted into the background and their advice ignored while the theorists, day-dreamers, and the boondogglers take over with the result that what should be great airports are outmoded and obsolete long before they are even completed. New York led the parade of airport planning fiascos with its Idlewild Airport, whose planning is being given a public hearing by Colonel Clinton B. F. Brill (right), design engineer of the city airport, but Chicago isn't lagging far behind in the "comedy of errors" with its proposed second major airport at Douglas Field where, like New York, the advice of the air line pilots is being ignored and a third or fourth rate airport is in the making for the "Air Capitol of the World" at the taxpayers' expense.

Finance Analysis

ALPA ENGINEERS ARE ACTIVE
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cago; R. R. Parrish and Robert Klinge, of Local Council No. 22, AA-New York; help in New York on July 22, 23, 24, 25 and 26; H. M. Morgan and A. V. Lynch, of Local Council No. 35, AA-Memphis; and J. F. Bell, of Local Council No. 40, AA-Cleveland, help in Memphis Tenn., on July 29, 30 and 31; and group grievances of Local Council No. 35, AA-Memphis, and Local Council No. 40, AA-Cleveland, also were held in Memphis on August 1.
The American Airlines Pilots' System Board of Adjustment is composed of G.R. Shoemaker and Wayne Allison, both of Local Council No. 62, AA-Tulse, as the pilot members, and R. W. Knight and T. L. Boyd as the company members.
The American Airlines pilots involved in these cases have been represented through the initial company hearings, as well as the adjustment board hearings by J. F. Rice, and the Grievance and Conciliation Department.
iation Department.

E. and O. Department
ALPA's Education and Organization Department reported notable progress in its efforts at assisting others crafts and classes in the air line industry to organize, and is emerging from a state devoted exclusively to organizational effort and embarking upon one where employment-making activities are coming into the limelight.
During the month of September, elections were conducted on Branidd and National Airlines to determine the collective bargaining representative of the flight attendants with the ALPA-sponsored Air Line Stewards and Stewardesses Association (ALSSA) winning by an overwhelming majority of votes.
Direct negotiation conferences were held by ALSSA on four air lines and mediation conferences with a fifth. Initial conferences were held with American Airlines and Northeast Airlines, and conferences which had begun previously were continued on Chicago and Southern Air Lines and Colonial Airlines, with the majority of points in the contracts for both of these lines being agreed upon, It is anticipated that these agreements will be completed and signed within the month.
ALSS
ALSSA opened mediation conferences with the Northwest Airlines during the August-September period, with Robert Smith of the National Mediation Board, acting as mediator. When previous negotiations became deadlocked, mediation was requested and it was docketed as Case A-2586.
Another ALPA affiliate, the Air Carrier Communication Operators Association (ACCOA), recently signed an agreement with Chicago and Southern Air Lines covering the air lines' radio and teletype operators.
The recently formed Air Carriers Pilots Association (non-scheduled) set up two new councils during the month of August. These included the pilots of Transocean Air Lines and those of the U. S. Airlines. The organization works incidental to the formation of other councils and other non-scheduled air lines is now in process, and numerous inquiries have been received from pilots desiring to become properly organized and affiliated with the Air Lines Pilots Association.
Engineering Department
The Engineering and Air Safety Department spent a busy month with Air Traffic Control problems, visits to an airplane factory, investigation of a near-accident in Detroit, and attendance at an instrument manufacturer's conference and exhibit as the guests of an instrument manufacturer.
On August 14, a flight demonstration of "time approaches" sponsored by the CAA and ATA was held at the Chicago Airport. ALPA members participating were: F. L. Swain, of Local Council No. 12, UAL-Chicago; F. D. Stumpf, of Local Council No. 25, TWA-Chicago; T. G. Linnert and C. F. Eck, of ALPA's Engineering Department. There were six airplanes in a stack at Franklin Park, Ill., endeavoring to come in at three minutes separation. The test was to run with each airplane making two approaches from Franklin Park and two approaches on the ILS leg. Tests proved there was too much angular variation of runway to range leg to be assured a straight-in-approach being possible under poor visibility and ceiling conditions. On the ILS, however, conditions were such that the straight-in approach was assured under any condition when ILS was used. Since ILS has not been approved yet for all airlines, it was agreed to table "time approaches" until ILS became available.
On August 27, 1947, T. G. Linnert of the Engineering Department, met with J. E. Wood, first vice-president of the ALPA in New York, N. Y., to review the engineering and flight characteristics of the Martin 202. Due to weather conditions the test was cancelled, but a visit to the Martin factory in Baltimore resulted in a discussion of the various aspects of the automatic propeller feathering device with the factory engineers.
ALPA's representative received a great deal of co-operation and consideration in his quest for information regarding this automatic feathering device which is part of the Martin 202 standard equipment. A ground test set up was demonstrated and the device functioned satisfactorily. The reaction to the test demonstration was that if this device fails it must "fail safe." In other words, a failure of this device must not leave the airplane and pilot in a dangerous predicament. This can only be checked by simulated failures in flight tests.
Study Mechanical Failure
On September 3, 1947, Mr. Linnert was contacted by J. V. McClaflin, chairman of Local Council No. 32, PCA-Detroit, regarding a severe mechanical interruption of a DC-4 on a pilot qualification flight. Capt. McClaflin suggested that an ALPA Engineering representative come to Detroit to view the damage with the possibility that this incident might be connected with the recent crash of the Eastern Air Lines' DC-4.
In response, on September 4, Mr. Eck, of the Engineering Department, contacted Chief Pilot S. C. Pierman, of PCA, who was the pilot of the damaged airplane on the flight of September 2, 1947, in Detroit. A complete review of the conditions leading up to and following the damage of the subject airplane was discussed with Captain Pierman. After the discussion, the airplane was looked over in the hangar and the damage noted for comparison with the damage in the other airplane accidents. No conclusion has been reached as to the definite cause of the accident with the exception that it seemed apparent that some form of engine failure in No. 2 engine cause the crank shaft to seize and twist the propeller off the crank shaft and into No. 1 propeller with the subsequent damage causing the aircraft to be brought back into the Willow Run Airport on two engines.

Attend Instrument Exhibit
On September 11, 1947, T. G. Linnert of the Engineering Department was contacted by Mr. N. W. Hartz, of Mines Safety Appliance Company, who asked that the Association members and the Engineering Department be his guests at the Instrument Manufacturers' Convention. A late afternoon and evening appointment was made in order not to break into the main portion of the day at Headquarters.
Three members of the ALPA Engineering and Air Safety Committee, composed of K. D. Wright, of Local Council No. 43, Delta-Chicago; R. M. Van Tull, and H. G. Portman, of Local Council No. 12, UAL-Chicago; and E. C. Modes, T. G. Linnert and C. F. Eco, of Headquarters, together with E. Post, radio engineer from United Air Lines, met with Mr. Hartz at the Stevens Hotel in Chicago. In addition to discussing the ice warning device, Mr. Hartz described a smoke detector device which his company had developed for aircraft use in baggage compartments. He had the equipment installed on a board at the company's exhibit and explained the working parts. Later discussion was concerned with various other types of aircraft instruments including fuel gauges and warning devices for explosive mixtures in fuel tank areas.
A number of Air Safety Recommendations were initiated and processed during the month. A complete list of air safety recommendations is being sent to the Washington office for reference purposes so that the Washington office can assist in further handling of air safety recommendations.
In addition a great deal of routine work, i.e., obstructions, airways aids revisions and routine mail were processed.
Further contacts were made with M. John Groves, ATA representative, and Professor Gamet of Northwestern University in regard to the fire fighting training school for air line ground personnel. Meetings will be held on the subject as the plan progresses. A considerable amount of time was also spent by the Engineering and Air Safety Department in assisting ALPA's Air Safety representatives, L. Cates, H. B. Cox, J. E. Wood and R. N. Buck, in covering all the technical meetings which are continually being held in Washington in addition to the continued sessions of the President's Interim Board for Air Safety. The Board discussed the following subjects in Washington this month: Flexible fuel cells, air traffic control, minimums over rough terrain. Decisions on the the above subjects have not been rendered at present.
All Departments Active
In addition, all of the remained of ALPA's departments, including the Publicity and Public Relations Department, the Membership Department, the Bookkeeping and Accounting Department, the Council Co-ordination and Administration Department, and the Statistical and Research Department, were extremely active during late August and early September.
Expansion in all departments has resulted in virtually a complete cleanup of the backlog of work which accumulated during the post-war and help-short period and the majority of the departments now report their work up-to-date.
Two of the high lights of departmental work during the month were completion, compilation, and mailing of Executive Board Resolutions to all chairmen and officers by the Council Co-ordination and Administration Department, and an analysis of ALPA's economic situation by the Statistical and Research Department.
The Council Co-ordination and Administration Department has also spend considerable time on bringing new scheduled air lines in to the Air Line Pilots Association, and, due to a noticeable increase in the unemployment situation, has also dented much effort to place unemployed pilots in new positions. The new jewelry leaflet has also been completed y this department and will be mailed to the membership in the very near future.
Economic Analysis
Purpose of the economic analysis being compiled by the Statistical and Research Department is to determine exactly what the money, expended in the transaction of ALPA business, is actually spent
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TEN YEARS AGO
Inadequate runway lengths, which today constitute a great hazard to the pilots flying the larger planes and one of the recommendations which ALPA has stressed time and time again, coincides closely with the problem faced by the air line pilots just a decade ago as they continued their efforts to have a new airport selected at Washington, D. C., rather than alter the old airport.
The pages of the AIR LINE PILOT of September, 1937, reveal that the air line pilots were backed in their stand on this matter by the nation's chief executive, the late President Roosevelt and a part of his statement favoring the pilots' recommendations made to the White House is quoted as follows:
"I am withholding approval of S-HR-7985, an act to provide for the enlargement of the so-called Washington-Hoover Airport, because of the complete futility of the act.
"I am compelled to do this with deep regret because the failure to provide for an adequate airport may lead to serious accidents before one can be built.
"I shall ask the Congress immediately upon its reconvening to take up this matter as quickly as possible. Further, I am asking the Secretary of Commerce, until such time as a high level field can be made available to close the Washington-Hoover Airport to all planes whenever in the judgment of the Bureau of Air Commerce landing on or taking off from that field is unsafe.
"If the Congress provides for high level field in the early part of its next session, there is no reason why such a field cannot be made available, at least for emergency use, within a comparatively short time.
"Such a field, however, would of necessity be nine or ten miles from the center of the District and I hope that the Congress will also see fit to develop the Gravelly Point site which would, of course, require two or three years to complete."
In an editorial carried in the September, 1937, issue of the AIR LINE PILOT, President Behncke carefully analyzed the use of petitions, which at that time were being used by the air lines to intimidate and coerce the pilots into signing documents which were neither by nor for them. The following is from that editorial.
"The principle upon which our country is founded is majority rule-THE GREATEST GOO FOR THE GREATEST NUMBER-and the Air Line Pilots Association is founded on that same principle. Let us seriously counsel with ourselves before it is too late and realize that we cannot survive unless we carry forward this principle fearlessly and unwaveringly. The majority must decide and its decision cannot always be to the liking of the minority, but the minority must abide by such decision and the petitions should be answered with the words that the majority has decided and the decision must stand. Need more be said?"
Through the years ALPA has either directly or indirectly been responsible for many CAB regulations being put into effect. The September, 1937, issue of the AIR LINE PILOT tells of the adoption of one of ALPA's recommendations. An excerpt from that story is reprinted as follows:
"After a series of conferences with its technical advisory committee of which ALPA is an active member, Earl Ward, Chief of the Airways Operation Division, of the Bureau of Air Commerce, is about ready to announce new regulations governing the traffic of miscellaneous aircraft. These regulations will be known as Chapter 60."
The strong influence of the air line pilots' recommendations a decade ago as evidenced by their accomplishments in the field air safety contrasts vividly to their even stronger influence today, as they voice an authoritative opinion, for over fifty per cent of ALPA's time and effort is extended to air safety matters.
The voice of the air line pilot in matters of air safety is a logical and rightful one. Not only is their knowledge and know-how necessary to the attainment of air safety and of paramount importance, but the stake that is theirs is rightful entitlement to a strong voice in air safety. That entitlement has been earned the hard way through the swelling ranks of air line pilots who have flown westward and whose names now fill over two full columns in the AIR LINE PILOT.

"BERNARD SHAW" BABBITT
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Looking very much like the sage of the pen, minus the face foliage and a good many years on his shoulders, of course, and with a dry wit that is every bit as sharp, W. T. (Slim) Babbitt, of Local Council No. 18, EAL-Miami, takes time out to discuss a point with J. S. Grier, of Local Council No. 72, EAL-Boston during the recent EAL Bainbridge, Md., crash hearings held in New York.

September, 1947   THE AIR LINE PILOT          Seven
From Washington Slipstream

The current aviation chuckle in Washington evolves around the well known Truman fatalistic attitude that "when your number is up you are going to get it" (much to the dismay of the secret service men, charged with the President's safety); and the fact that in the fact that in the face of this well publicized attitude, Mr. Truman appointed a Special Board of Inquiry on Air Safety and investigation of air accidents. So, regardless of personal beliefs, official Washington is quick to react to the public indignation over the nation's disgraceful air safety record, at least for the sake of political "face."
Another neat about face was performed this month by the CAB, which adopted on September 5, Special Civil Air Regulation Serial Number 397, "Temperature Accountability for Takeoff Limitations Pertaining to Transport Category Airplanes used in Scheduled Passenger Service." In strong language the Board stated: "Due to the emergent nature of this regulation, compliance with the notice and procedures required by paragraphs (a) and (b) of Section 4 of the Administrative Procedure Act is impractical, (usual grant of time to comply) and a delay in the promulgation of this Special Regulation WOULD NOT BE IN THE PUBLIC INTEREST."
This was to be effective September 6. On September 5, in the face of this strong language, and at the request of ATA, the CAB issued Special Civil Air Regulation Serial Number 397A, effective September 6, postponing the Temperature Accountability Special Civil Air Regulation so important to the public interest, and also the result of two months' hard work by the President's Special Board of Inquiry on Air Safety, until October 15, 1947-when the weather will be a little cooler and the temperature accountability of little concern.
The ATA never learns. This organization continues to talk out of both sides of its mouth at the same time. While certain of their representatives sit on the President's Board of Inquiry on Air Safety, other go around the back door and make proposals to the Civil Aeronautics Administration that are unmistakably against air safety.
One reason why it takes so long to accomplish anything in Washington is easy to see on attending any of the numerous aviation conferences, board meetings, hearings, etc., constantly under way in this haven of red tape. At any meetings of this sort, a great deal of delay is always due to the fact that various government representatives invariably postpone their answers to questions until one of their experts on their enumerable staffs is contacted and they are given the answers.
In comparison it is pleasing to note that the ALPA representatives appearing at these hearings are, through constant association and practical experience with the subjects under consideration, able to give the answers firmly and objectively without customary long, time consuming delays in digging up an "expert" on the subject with the usual result of an answer framed with first consideration given to avoiding a direct stand. This fact is constantly remarked upon by the press in attendance at these meetings, and has played a prominent prt in "selling" the press on the fact that the ALPA representatives know what they are talking about, when they make recommendations for the betterment of air transportation and improvements of safety standards.
Most of the zing has gone out of the anticipation of the renewal of the Hughes-Brewster feud later this fall in the Senate. Due to the fact that an analysis of the subject indicates that about the only gate left open for the Senate Subcommittee to use as a face saving device is to wind up the affair by clamping down upon the tax money that is escaping the government through these so-called business expenses under the heading of entertainment.
This month's high light in the Washington scene, as far as your Washington Representative is concerned, was the demonstration flight of the Martin 202 by your pilot delegates, J. E. Wood and H. B. Cox, in attendance with Chairman Landis, CAB, Bob Hotz, Aviation Week, and Scott Hershey, American Aviation Daily, together with Martin representatives.
The demonstration, although of short duration, brought the admission by factory representatives that without this, to a great extent untested, automatic feathering gadget, the 202 would fall short of the 400 feet a minute climb required in the present T Category.
On checking, it is found that the CAA considers that it has the authority to approve this "Dutch Windmill" in CAR 04a-Section 04.00, "Scope-the airworthiness requirements set forth in this part shall be used as a basis for obtaining airworthiness and type certificates; provided, that (1) deviation from these requirements which, in the opinion of the Administrator, insure the equivalent conditions for safe operation and - will be accepted in lieu of the requirements set forth in this part."
Try as we may to find the test figures upon which the Administrator bases his opinion that the automatic feathering gadget "insured the equivalent conditions for safe operation," nothing has been learned except that the CAA is reviewing or will review the figures the company has submitted or will submit in support of their claims for this gadget.
One thing we did learn for certain was that CAA was extremely concerned over the fact that Chairman Landis, who, in a way embarrassing to CAA, forms his own opinions and follows the straight from the shoulder, was along on this demonstration and had his eyes opened to the possible results of this untried gadget as an excuse for adding approximately 4,000 lbs. to the gross weight of the 202 by eliminating the long standing T Category requirement on climb-out using a windmilling prop to an altitude of 50 feet.

'PAID IN FULL'
Headquarters' hat is off to the chairmen and membership of Local Councils No. 46, 53, 58, and 74—the only four ALPA councils with a 100 percent paid up membership, although several others are nearing the goal. Chairmen of these wide awake councils, which have set a goal for all others, are: Local Council No. 46, MCA-Minneapolis, D. G. Pauly; Local Council No. 53, TWA-Rome, W. F. Judd; Local Council No. 58, PCA-Pittsburgh, F. M. Fox; and Local Council No. 74, C&S Caribbean, the first to attain this goal, Charlie Quinn.

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—Acme Photo
AND HERE WE GO AGAIN
Man is indeed a funny creature. Before he knows what to do about the "atomic age" which thundered in at Hiroshima and Nagasaki, he's already off on a dreaming spree about the "cosmic age." The above illustration is a conception of a cosmic ray gun, based on the linear accelerator now being used in research on atomic energy, so lethal that it would make the atomic bomb look like a pea shooter in comparison. Directed from a remote control room by radar, the gun would emit a disintegrating beam of cosmic ray particles, which, in turn, would produce destructive mesons to split the atoms of targets in their paths. Such a gun would be the world's first practical death ray ... and perhaps, the last. Hold on; here we go again.

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Imagine That!
By the Airline Pilots.
"SAUCERED AND BLOWED"
Did you ever see a dream flying? well, take a look at this luscious disc ... er ... dish, that is. With the fads and fantasies of the flying phenomenal filling the newspaper columns, Fort Worth Army Air Field offered its explanation-the weather observation gadget which was flown to Fort Worth from New Mexico. However, Key Herbert, Fort Worth Press photographer, came up with 
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his own interpretation—this well filled flying saucer. It's probably the most unique aspect of all proffered for the universal commission—a little deceiving perhaps, ah, but very revealing. This lovely aerial dream girl appears over the cit of Fort Worth, Texas, and what a vision! Not only are the eyes of Texas upon her, but we suspect everyone is peering. All we know about the young lady occupying the saucer is her name-Dorothy Falkenberg, but if this sort of swell dish sailed around the skies, no doubt the wolves who roam the plains would take to the air.

THAT'S WHAT THE MAN SAID
"He who never quotes is never quoted," says QUOTE, a publication made up of quotations from the outstanding and authoritative persons in the nation. ALPA's J. E. Wood of Local Council No. 51, EAL-N. Y. wins the distinction and honor of appearing among the quoted by virtue of the following which was attributed to him and appeared in an August issue. His words reflect the opinion of the nation's air line pilots.
"Safety should have priority over payloads. But despite the fight of pilots for aircraft with low stalling a landing speeds, airplane after airplane is built with no possibility of landing at the speed asked if any load is carried."

DOES A 1947 BRODY
During the recent heat wave which had most sections of the country sizzling, Chicago included, people were reported to be resorting to all kinds of things to keep cool-crowding beaches, attending air conditioned movies, sleeping in parks and some just sweltered in silence. However, the most extreme method of cooling off was devised by Joe Hackney, 48-year-old veteran diver. Hackeny is pictured above in the process of demonstrating his resourceful idea as he plunged into the Atlantic Ocean, off Atlantic City, New Jersey, from a blimp in the start of a 100-foot half Gaynor. These small air ships have been utilized in many ways. They can be seen carrying the news of the day across the skies, or advertising local businesses and even delivering newspapers to outlying communities, but this is the first time we've heard of the blimp substituting for the conventional diving board. Hackeny's way of eluding the heat might b what one calls doing things the hard way, but to a veteran diver it's probably comparatively simple-and no doubt a very simple way to break one's neck. After his sensational drop in the drink, Jackeny didn't attempt any sensational swims in the rough waters of the Atlantic but instead was picked up by a boat which was standing nearby and transported back to shore. We're convinced that this formula is a little strenuous-a trip aloft and a death defying dive. There must be a simpler way to get cooled off than jumping from an egg beater into the Atlantic Ocean. Yes man, and a hearty soul was he-a modern version of Steve Brody. And they say we Americans are getting soft.
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[[image: photo of two men standing near a presentation board.]]