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'East Is East' --- And a Mere 29 Hours Is West
[[image]]
[[caption]] "East is East, and West is West," with all due deference to Kipling, was never written of the air age where the Occident and the Orient are separated only by a few hours and the United States air lines are blazing air trails to the remotest corners of the shrinking globe.  Pictures above are Northwest Airline officials and technicians with their plane, the Trailblazer, after setting a record of 29 hours for a flight from Tokyo to Minneapolis during a survey flight through the Orient in anticipation of the line's opening of America to the Orient commercial routes.  What, no pilot?  Did the brass do the flying? Couldn't be!

Executive Board
(Continued from Page 5, Col. 3)
PENNSYLVANIA - CENTRAL AIRLINES: Meetings held on January 14 and 15 and arrangements being made for second series of conferences.

NORTHEAST AIRLINES: Awaiting conference date.

COLONIAL AIRLINES: Conferences held on March 12 and April 4 and 23 with the result that Bermuda operation agreement was signed on April 23 and the domestic agreement will probably be signed by May.

EMPIRE AIR LINES: Negotiations carried on March 26, 27, and 28 with the majority of the provisions of the basic and adjustment board sections of the agreement closed.

PAN AMERICAN AIRWAYS: Final series of conferences to close this agreement is scheduled for May.

PANAGRA (PAN AMERICAN GRACE AIRWAYS):  Conferences have been held on February 25, 26, 27, and 28, March 3, 4, 5, 6, 12, 13, 14, and 15, and April 2, 3, 4, 7, 8, and 9 with agreement reached on many sections.

AMERICAN OVERSEAS AIRLINES: Conferences held on April 1, 2, and 3 and resumed April 23. 

ALL AMERICAN AVIATION: Application made for services of the National Mediation Board.

ALASKAN AIRLINES: Counter proposal to draft of original agreement made by company and now in a state of renegotiation in order to conclude it.

HAWAIIAN AIRLINES: Final draft of agreement submitted to the pilots and company being sent notification of desire to negotiate.

Executive Board Members
The Council Coordination and Administration Department complete balloting during April on the new Convention-born Executive Board which will hold its first meeting in Chicago on May 21. As a result of the election, the Executive Board, composed of the Master Chairman and co-pilot representative of each line, will be as follows: 
American Airlines: Chairman W. H. Proctor and copilot representative F. A. Spencer, of Local Council No. 39, AA-Chicago; American Overseas Airlines: Chairman E.J. Martin and copilot representative R.A. Nordt, of Local Council No. 29, AOA; Braniff Airways: Chairman T.D. George and copilot representative D.O. Henson, of Local Council No. 42, Braniff; Chicago and Southern Air Lines; Chairman

T. S. Bridges of, of Local Council No 48, C&S-New Orleans, and copilot representative J. A. Brooks, of Local Council No. 66, C&S Memphis.
Colonial Airlines: Chairman H.H. Ricker and copilot representative J.M. Wright, of Local Council No. 28, Colonial-New York; Continental Air Lines: Chairman R.L. Ainsworth and copilot representative R.M. Wampler, of Local Council 15, Continental - Denver; Delta Air Lines: Chairman F. Addison and copilot representative C. L. Scarbrough, of Local Council No. 44, Delta - Atlanta; Eastern Air Lines: Chairman V.A. Peterson, of Local Council No. 60, EAL-New Orleans, and copilot representative E.J. Bechtold, of Local Council No. 51, EAL-New York; Hawaiian Airlines: Chairman H.W. Phillips and copilot representative H.M. Pope of Local Council No. 65, Hawaii.
Mid-Continent Airlines: Chairman C.D. Woodside and copilot representative H.J. Peterson, of Local Council No. 45, MCA-Kansas City; National Airlines: Chairman J.P. Holmes, of Local Council No. 8, National-Jacksonville, and copilot representative C.T. Stettner, of Local Council No. 73, National-Miami; Northeast Airlines: Chairman Peter Dana and copilot representative R.O. Loranger, of Local Council No. 9, NEA-Boston; Northwest Airlines: Copilot representative L.A. Pigeon of Local Council No. 1,

NO AMBIGUITY

NWA-Minneapolis; Pan American: Chairman J.M. Rusch, of Local Council No. 55, PAA-Seattle and copilot representative F.H. Goslin, of Local Council No. 61, PAA-Houston; Panagra: Chairman W.L. Martin, of Local Council No. 38, Lima.

Pennsylvania - Central Airlines: Chairman J.V. McClaflin of Local Council No. 32, PCA-Detroit, and copilot representative Ray Hilgert, of Local Council No. 20, PCA-Chicago; Pioneer Air Lines: Chairman H.B. Hall and copilot representative A.E. Scheihagen, of Local Council No. 49, Pioneer-Houston; TWA: Chairman R.G. Strait, of Local Council No. 25, TWA-Chicago, and copilot representative F.S. Blaney, of Local Council No. 3, TWA - Kansas City; United Air Lines: Chairman Joel Crouch, of Local Council No. 27, UAL-Seattle, and copilot representative W.A. Fife, of Local Council No. 33, UAL-Denver; Western Air Lines: Chairman J.P. Gaskill of Local Council No.16, WAL-Burbank, and copilot representative C.M. Horn, of Local Council No. 21, UAL-Denver; Avianca: Chairman B.R. Ezell, of Local Council No. 30, Avianca-Bogota, Colombia, S.A.

Twenty Grievance Cases
The month of April was particularly busy for ALPA's Grievance and Conciliation Department, which handled a total of 20 grievance cases during the month. Of this number nine were on American Airlines as the result of their Ardmore Screening program and involved discharge actions against W.B. Moody, W.G. Mims, J.W. Crumby, Robert Klinge, R.R. Parish, H.M Morgan, A.V. Lynch, J.F. Bell, and a group grievance filed by Local Council No. 35, AA-Memphis.

In addition two individual grievances and one group grievance were being handled on TWA; one grievance case on United Air Lines; one group grievance on Northeast Airlines; two individual and one group grievance on PAA; one on Mid-Continent Airlines; and one group grievance filed by the Pilots' Master Executive Council on PCA.

One of the outstanding highlights of the month in the grievance department was the favorable decision handed down by the arbitrator appointed by the National Mediation Board, Lucious Babcock, on April 25, to settle the deadlocked grievance of Local Council No. 42, Braniff.

This case involved the nonpayment of qualifying time of Douglas DC-4 Skymaster equipment over routes on which pilots held route qualifications, and the nonpayment of trip expense allowances to pilots and copilots on qualification trips.

The company had contended that Section 10 of the pilots' working agreement was ambiguous, but the contention was not upheld by the neutral arbitrator, who reported:

"Your arbitrator has been unable to find any ambiguity. Where a contract evidences care in its preparation, as does this one, it will be presumed that its words were employed deliberately and with intention. Simply because there is a dispute between the parties as to the construction of Section does not make its language ambiguous. It is only ambiguous if given the interpretation contended for by the company. 
"It is the judgement of your arbitrator that the group grievance filed by Local Council No. 42, Air Line Pilots Association, should be sustained and that the company should pay to the complaints any and all sums which should have been paid them for qualifying time in Douglas DC-4 Skymaster equipment on a route over which they were qualified in accordance with your arbitrator's interpretation of the agreement. 

"Your arbitrator's construction of the Agreement, as herein set forth makes applicable the provisions of Section 12 of the Agreement and these pilots should be paid expenses in accordance with that Section." 

New Offices in Use

Several weeks before the Ninth Convention, which got underway in Chicago on February 18, Headquarters contracted for 5,000 additional square feet of floor space for its Headquarters office.  This space was formerly occupied by the Office of Price Administration, and in order to adapt it to the ALPA's needs considerable rearrangement decoration, and installation of lighting was necessary. This has now been completed, and for the first time since its inception, the Association can now say, at least temporarily, "We're not crowded."

The new office space is located at 3140 W. 63rd Street, directly across the street from the President's Department (Executive Department) of ALPA headquarters at 3145 W. 63rd Street. Housed in the new building are the Bookkeeping Department, and the Council Coordination and Administration Department. 
(Continued on Page 7, Col. 1)

[[image]] 
[[caption]] STAIRWAY FROM THE STARS
-Acme Photo
High intensity lighting, known as the stairway from the stars at Moffett Field, Calif., for low visibility landing. This dramatic night photo shows a Naval transport plane as it taxis down the lighted "stair," consisting of 2,400 feet of high intensity lights graduated from a height of 55 feet beyond to a height of 26 inches along the runway. It is designed to aid pilots in making visual approach after being led in by other means during murky, low ceiling weather. Improved runway and approach lighting at commercial airports is one of the basic recommendations of APLA for increasing air line safety. 
[[//caption]]

TEN YEARS AGO
One of the most valuable and vital rights of air line pilots and all air line workers - the right to engage in collective bargaining as provided under the Railway Labor Act - was greatly endangered a decade ago when the critics of labor by their strong objections forced the issue to the extreme degree that it necessitated a Supreme Court decision to uphold its legality. 

Outstanding news in April, 1937, was announcement of the Supreme Court decision regarding the Railway Labor Act, which we reprint below in our labor representing scheme. The effect of a negative decision would have created a chaotic condition in the industry, and quickly destroyed all rights and working conditions the pilots have today. The following is the story of the decision which appeared in the April, 1937, edition of the AIR LINE PILOT. 

On March 29, the Supreme Court unanimously upheld the provisions of the Railway Labor Act requiring carriers to engage in collective bargaining with their employees in an effort to settle industrial disputes. This is of vital importance to the pilots because on April 10, 1936, through the efforts of the Air Line Pilots Association, this ACT was amended to include all air workers. 

"The Railway Labor Act provides for compulsory collective bargaining with the agency selected by a majority of any voting unit of workers and sets up a national mediation board with power to designate the voting agency, to conduct elections, and to issue orders requiring the carriers to bargain exclusively with the agency selected by a majority of the workers. The orders of the board are enforceable by injunction in the federal courts."

Fighting for protection for the air line pilots he represents, just as he is doing today... has been doing for the past two decades, David L. Behncke in his vivid testimony before Subcommittee of the State Committee on Interstate Commerce on March 8, 1937, voiced the views of the pilots concerning Bill S. 2 which proposed to put air transportation under the I.C.C. and amend air mail law, HR 6511. This testimony reprinted in the AIR LINE PILOT of April, 1937, is reviewed as follows:
"The pilots feel that the present protective section in the present air mail law has been one of the finest stabilizing elements in the entire industry, because it has done away with cutthroat competition to a very large extent, because when you start out to operate an air line the equipment and the facilities are all practically of an even standard. If there is no protective section for the pilots, the salary can be cut, and in that way they can take advantage of each other. But under this setup, they all must pay alike and they all must fly their pilots the same number of hours. That is where the real value of the section has made itself felt."

Forcefully resounding his plea for an independent Air Safety Board, David L. Behncke in the editorial carried in the AIR LINE PILOT of April, 1937, dramatically cited the hazardous accident record which indicated 50 deaths in air crashes between December 15, 1936 and March 25, 1937. The sound wisdom of this message excerpted below is even more significant today in the light of recent events. 

"Political pressure and outraged public opinion have brought about a slight reorganization of the Bureau of Air Commerce. This can only be interpreted as a political smoke screen on the part of the D.O.C to retain control of air safety regulation on the air lines. The citizens should realize that air safety is still in politics, and it will remain there until the rising tides of public opinion will bring about the passage of a real air safety law which provides for the transfer of air safety from the politically controlled bureau of Air Commerce over to an Air Transport Division of the I.C.C. where it will be regulated by career men and not political appointees. The I.C.C.'s record of increasing safety in transportation extends over a period of 50 years. There is every reason to believe that if it is given a change to regulate air line safety, history will repeat itself."

And today again faced with the same tragic crisis in air transportation as ten years ago, the men who rate safety foremost - the Air Line Pilots Association and their leader, David L. Behncke - are exerting every effort to effect the establishment of an independent Air Safety Board. Fifty per cent of ALPA's time and effort is spent on air safety and to this current problem ALPA has given an answer - the establishment of an independent Air Safety Board. It is the only answer. 

From Washington Slipstream

The next-to-the-last chapter unfolded this month in the legal controversy which has been going on before the Civil Aeronautics Board since last December. over whether it is in the public interest under the Civil Aeronautics Act of 1938 to permit eighteen air lines to band to-gether in an organization known as the Airlines Negotiating Conference for the exclusive handling of their labor relations. Two agreements between the carriers to accomplish this purpose were filed with the Board, testimony was heard before the Examiner in December, 1946, and the case came before the full Board for oral argument on April 9,1947. 
In the theory that since the carriers are required to comply with Title II of the Railway Labor Act, and that Act does not expressly prohibit such a combination and on the further allegation that the railroads conduct their negotiations on that basis, Potter Stewart, attorney for the Conference, argued that the CAB was bound to approve the agreements as not being contrary to the public interest. 
ALPA Opposes
ALPA, the main target of the Negotiating Conference, and the basic reason for its formation, took the position through your scribe, Dickerman, that (1) the CAB is not bound by the Railway Labor Act in determining the issue of public interest: (2) the Conference is in effect an interlocking relationship between various air lines and their executives which actually restrains competition; (3) that the conflict of interest between competitive air lines is such that an air line without representation on the Conference board of directors is at the mercy of its competitors who control its labor relations; (4) that the primary aim of the Conference is, and has been in the past, industry-wide collective bargaining which is contrary to the expressed de-sires of the pilots; (5) that the TWA strike was caused by the manipulations of the Conference in its effort to put over industry-wide bargaining contrary to the wishes of the employees; (6) if the Board were to approve the agreements and the Conference were to succeed in carrying out its objective, industry-wide strikes will inevitably occur and this would be contrary to the public interest. Even Public Counsel of the CAB took a most uncharitable view of the activities of the air lines under the chairmanship of Ralph S. Damon, president of American Airlines, in refusing to permit TWA to arbitrate the issues in that dispute and which refusal ultimately led to the 26-day TWA strike and all it's consequences. The Board's attorney come to the conclusion, however, by some very devious reasoning, that the Board could approve the agreements subject to the condition that such approval should not be used by the carriers to require any employees' organization to deal with the Conference. The Board's decision is expected soon.

Add Office Space
(Continued from Page 6, Col.4)
the Statistical and Research Department, the Membership Records Department, plus ample room for storage and further available space for expansion. Extensive altering and decoration were accomplished including the moving of several heavy sales from the President's Department, all of which consumed considerable time and effort and for a period caused some disorganization at Headquarters. ALPA headquarters is now well set up and efficiently organized. ALPA members are invited to visit their home offices and inspect the new enlarged layout of which they can be justly proud. During the month of April, Edward C. Modes, of ALPA's Publicity and Public Relations Department. spent considerable time with Wesley Price, internationally-known writer for the Saturday Evening Post. Author Price is doing an article on ALPA for this publication. Mr. Behneke also spent quite a number of hours with Mr. Price answering questions and explaining the origin and high-light activities of ALPA.

Engineering Dept.

The Engineering Department started the month of April reviewing the contents of Draft Release 47-3, subject, Proposed regulation requiring all holders of instrument ratings to pass an instrument check within 6 months preceding any instrument flight. This draft release proposed to check into the experience of pilots holding instrument 
----------

A REPORT ON TELERAN
(Continued from Page 5, Columns 4 and 5)

by RACE in 1941, have since been incorporated in other navigation systems. The transponder also increases the range of the radar equipment, and by use of a reply frequency different from that of the ground radar transmitter, confusing radar echoes from ground objects are eliminated. Aircraft flying at low altitudes may thus be easily distinguished. The various components described above are illustrated in Figure 1.

The combination picture of map and radar indications can be produced in several ways. A simple method is shown in Figure 1, where a transparent sheet carrying the proper lines and symbols is placed between the radar tube and the television camera.

Figure 2 shows a typical picture seen in an airplane flying in the 10,000-15,000 foot level. Airplanes are shown by their pips, and the pilot's own plane is identified by a radial line passing through his pip. Each pilot sees a different line which passes through the pip corresponding to his plane. The altitude, wind direction and velocity are shown, as well as the television receiver channel assigned to this particular area. The arcs near the edge of the picture show the overlapping coverage of adjacent ground radars with their associated receiver turning. In each case the number "6" indicates the 10,000-15,000 ft. altitude level. Other data can, of course, be added.

In general it is claimed Teleran can be used for air navigation, traffic control, collision prevention, pictorial instrument landing, talk-down landing, automatic landing, automatic on and off course, azimuth indication, distance indication, taxiing control, and weather map reception.

---------
sion is expected soon.

License Revocations
The CAA enforcement lads are still busy filing complains against air line pilots. ALPA's Washington office currently has 18 cases in its hands for handling. Under the law, the CAA can only fine a company a maximum of $1,000 for each violation of the regulation; but for the same type of alleged violation they can and do attempt to take away a pilot's license which is literally his bread ticket. The inequity of this seems to be lost in the jungle of bureaucratic red tape that obscures the real issue in cases such as these. If the CAA is operating on the theory that by filing complains against the pilots, they can stop violations by the companies, it is submitted that they have the cart before the horse and their enforcement procedures will become instruments of injustice.

We are happy to report that in three cases recently the CAB has dismissed complains against air line pilots. In a fourth, the Examiner who heard the case has recommended that no further action be taken. Two more cases were argued before the CAB this month, and it is hoped that complete exoneration for the men will result. All these cases are of the utmost importance and a great deal of time and attention are given these matters by ALPA in Washington. Many members do not realize the amount of work or the complexity involved in steering one of these cases to a successful conclusion.

Air Safety Bills
Continued efforts are being made by ALPA to persuade the Senate Aviation Subcommittee to report out Senator Pat Mc-Carran's independent Air Safety Board Bill, S. 269. Personal interviews, memoranda, and the like are being employed to that end. Heavy pressure is being exerted by the government agencies, it is reported, to discourage any change in the status quo. Naturally neither of the regulatory agencies are interested in seeing any of their functions taken away but more than that, they fear what an independent air safety investigating board would have to say about their stewardship of air safety in general.

The House Interstate and Foreign Commerce Committee is rumored to favor the Air Safety Board idea but no official action has yet been taken.

AIR LINE PILOT CHARACTERISTICS
There has always been considerable speculation of what Mr. Average Air Line Pilot was like, but because air line piloting is a comparatively new profession until recently little light had been east on the subject. The Civil Aeronautics Administration, however, has completed a study of the physical characteristics of air line pilots based on the records of all air line pilots who received transport pilot medical certificates in 1946 and here is the statistical profile of Mr. Average Air Line Pilot, which might or might not be you:

The average air line pilot and copilot in the United States is 32 years old and has logged 4,859 hours of flight time. This average pilot and copilot weigh 165 pounds and is 5 feet 10 inches tall, which is several inches above Mr. Average American. There are fewer than three chances in 100 that he wears glasses and only 2.7 per cent required a lens correction. During 1946, the average pilot flew 63 hours a month, 37 of them during daylight hours and 26 a night.

The CAA points out that their figures are based only on the records of men who have been active enough in air line flying to have accumulated at least 150 hours of flying in the last six months.

--------
Seven

[[image]]

'STRANGE CARGO'
Where do we go from here and what will we humans do next? That's one no one can answer, but we'll venture that it will be none the less screwy. No, this isn't Robinson Crusoe and his man Friday. Besides there weren't any moose or deer on Crusoe's island.

History and air transportation are fellow travelers. Where one sees one, one is bound to see the other. Here's another history-

[[image]]

making event. This time it's "strange cargo." The "strange cargo" is made up of Joe La Flamme (left), famed Ontario trapper and guide who hails from Ogama, Canada, a bull moose, two cow moose, and a deer. The old character with the double underwear and five layers of socks more or less is a famous trapper and guide well known to many American sportsmen who visit Canada. The trip was made from Ogama, Ontario, to the Sportmen's Show in New York City. Everyone is reported to have stood the flight in fine shape and no air sickness was reported.

A study of the picture is convincing of the fact that things we moderns do is, by comparison, pretty much messed up from the original patterns. Unorthodox is a good word for it, and we'll continue to do all right unless we run head on into the deadliness of our own inventions and concoctions which isn't an idle prediction. If we do, things will start again from the beginning. After all, maybe that's the way it was intended. Who knows? We get too smart and too wicked, and zip, out comes the well-known endgate.

* * *
AIR-BORNE HAIRDRESSING

This, to resort to a rather puny pun, is really a high hair-do as milady in her eternal quest to enhance her charms carries her beauty shop-presumably replete with its chit-chat, small talk and gossip sky high, about 4,000 feet to be exact. It's an experimental innovation of American Airlines which decided to try out hairdressing en-air-route as a service for its women passengers who want to get "beautiful" before they reach their destination. Hair Stylist Thomas Frank works on pretty (anyway the half that's showing is) model Lois Klein to the evident delight of the pilot, Captain R. E. Jones, of Local Council No. 39, AA-Chicago, who peers from his cabin.'East Is East' --- And a Mere 29 Hours Is West
[[image]]
[[caption]] "East is East, and West is West," with all due deference to Kipling, was never written of the air age where the Occident and the Orient are separated only by a few hours and the United States air lines are blazing air trails to the remotest corners of the shrinking globe.  Pictures above are Northwest Airlind officials and technicians with their plane, the Trailblazer, after setting a record of 29 hours for a flight from Tokyo to Minneapolis during a survey flight through the Orient in anticipation of the line's opening of America to the Orient commercial routes.  What, no pilot?  Did the brass do the flying? Couldn't be!

Executive Board
(Continued from Page 5, Col. 3)
PENNSYLVANIA - CENTRAL AIRLINES: Meetings held on January 14 and 15 and arrangements being made for second series of conferences.

NORTHEAST AIRLINES: Awaiting conference date.

COLONIAL AIRLINES: Conferences held on March 12 and April 4 and 23 with the result that Bermuda operation agreement was signed on April 23 and the domestic agreement will probably be signed by May.

EMPIRE AIR LINES: Negotiations carried on March 26, 27, and 28 with the majority of the provisions of the basic and adjustment board sections of the agreement closed.

PAN AMERICAN AIRWAYS: Final series of conferences to close this agreement is scheduled for May.

PANAGRA (PAN AMERICAN GRACE AIRWAYS):  Conferences have been held on February 25, 26, 27, and 28, March 3, 4, 5, 6, 12, 13, 14, and 15, and April 2, 3, 4, 7, 8, and 9 with agreement reached on many sections.

AMERICAN OVERSEAS AIRLINES: Conferences held on April 1, 2, and 3 and resumed April 23. 

ALL AMERICAN AVIATION: Application made for services of the National Mediation Board.

ALASKAN AIRLINES: Counter proposal to draft of original agreement made by company and now in a state of renegotiation in order to conclude it.

HAWAIIAN AIRLINES: Final draft of agreement submitted to the pilots and company being sent notification of desire to negotiate.

Executive Board Members
The Council Coordination and Administration Department complete balloting during April on the new Convention-born Executive Board whih will hold its first meeting in Chicago on May 21. As a result of the election, the Executive Board, composed of the Master Chairman and co-pilot representative of each line, will be as follows: 
American Airlines: Chairman W. H. Proctor and copilot representative F. A. Spencer, of Local Council No. 39, AA-Chicago; American Overseas Airlines: Chairman E.J. Martin and copilot representative R.A. Nordt, of Local Council No. 29, AOA; Braniff Airways: Chairman T.D. George and copilot representative D.O. Henson, of Local Council No. 42, Braniff; Chicago and Southern Air Lines; Chairman

T. S. Bridges of, of Local Council No 48, C&S-New Orleans, and copilot representative J. A. Brooks, of Local Council No. 66, C&S Memphis.
Colonial Airlines: Chairman H.H. Ricker and copilot representative J.M. Wright, of Local Council No. 28, Colonial-New York; Continental Air Lines: Chairman R.L. Ainsworth and copilot representative R.M. Wampler, of Local Council 15, Continental - Denver; Delta Air Lines: Chairman F. Addison and copilot representative C. L. Scarbrough, of Local Council No. 44, Delta - Atlanta; Eastern Air Lines: Chairman V.A. Peterson, of Local Council No. 60, EAL-New Orleans, and copilot representative E.J. Bechtold, of Local Council No. 51, EAL-New York; Hawaiian Airlines: Chairman H.W. Phillips and copilot representative H.M. Pope of Local Council No. 65, Hawaii.
Mid-Continent Airlines: Chairman C.D. Woodside and copilot representative H.J. Peterson, of Local Council No. 45, MCA-Kansas City; National Airlines: Chairman J.P. Holmes, of Local Council No. 8, National-Jacksonville, and copilot representative C.T. Stettner, of Local Council No. 73, National-Miami; Northeast Airlines: Chairman Peter Dana and copilot representative R.O. Loranger, of Local Council No. 9, NEA-Boston; Northwest Airlines: Copilot representative L.A. Pigeon of Local Council No. 1,

NO AMBIGUITY

NWA-Minneapolis; Pan American: Chairman J.M. Rusch, of Local Council No. 55, PAA-Seattle and copilot representative F.H. Goslin, of Local Council No. 61, PAA-Houston; Panagra: Chairman W.L. Martin, of Local Council No. 38, Lima.

Pennsylvania - Central Airlines: Chairman J.V. McClaflin of Local Council No. 32, PCA-Detroit, and copilot representative Ray Hilgert, of Local Council No. 20, PCA-Chicago; Pioneer Air Lines: Chairman H.B. Hall and copilot representative A.E. Scheihagen, of Local Council No. 49, Pioneer-Houston; TWA: Chairman R.G. Strait, of Local Council No. 25, TWA-Chicago, and copilot representative F.S. Blaney, of Local Council No. 3, TWA - Kansas City; United Air Lines: Chairman Joel Crouch, of Local Council No. 27, UAL-Seattle, and copilot representative W.A. Fife, of Local Council No. 33, UAL-Denver; Western Air Lines: Chairman J.P. Gaskill of Local Council No.16, WAL-Burbank, and copilot representative C.M. Horn, of Local Council No. 21, UAL-Denver; Avianca: Chairman B.R. Ezell, of Local Council No. 30, Avianca-Bogota, Colombia, S.A.

Twenty Grievance Cases
The month of April was particularly busy for ALPA's Grievance and Conciliation Department, which handled a total of 20 grievance cases during the month. Of this number nine were on American Airlines as the result of their Ardmore Screening program and involved discharge actions against W.B. Moody, W.G. Mims, J.W. Crumby, Robert Klinge, R.R. Parish, H.M Morgan, A.V. Lynch, J.F. Bell, and a group grievance filed by Local Council No. 35, AA-Memphis.

In addition two individual grievances and one group grievance were being handled on TWA; one grievance case on United Air Lines; one group grievance on Northeast Airlines; two individual and one group grievance on PAA; one on Mid-Continent Airlines; and one group grievance filed by the Pilots' Master Executive Council on PCA.

One of the outstanding highlights of the month in the grievance department was the favorable decision handed down by the arbitrator appointed by the National Mediation Board, Lucious Babcock, on April 25, to settle the deadlocked grievance of Local Council No. 42, Braniff.

This case involved the nonpayment of qualifying time of Douglas DC-4 Skymaster equipment over routes on which pilots held route qualifications, and the nonpayment of trip expense allowances to pilots and copilots on qualification trips.

The company had contended that Section 10 of the pilots' working agreement was ambiguous, but the contention was not upheld by the neutral arbitrator, who reported:

"Your arbitrator has been unable to find any ambiguity. Where a contract evidences care in its preparation, as does this one, it will be presumed that its words were employed deliberately and with intention. Simply because there is a dispute between the parties as to the construction of Section does not make its language ambiguous. It is only ambiguous if given the interpretation contended for by the company. 
"It is the judgement of your arbitrator that the group grievance filed by Local Council No. 42, Air Line Pilots Association, should be sustained and that the company should pay to the complaints any and all sums which should have been paid them for qualifying time in Douglas DC-4 Skymaster equipment on a route over which they were qualified in accordance with your arbitrator's interpretation of the agreement. 

"Your arbitrator's construction of the Agreement, as herein set forth makes applicable the provisions of Section 12 of the Agreement and these pilots should be paid expenses in accordance with that Section." 

New Offices in Use

Several weeks before the Ninth Convention, which got underway in Chicago on February 18, Headquarters contracted for 5,000 additional square feet of floor space for its Headquarters office.  This space was formerly occupied by the Office of Price Administration, and in order to adapt it to the ALPA's needs considerable rearrangement decoration, and installation of lighting was necessary. This has now been completed, and for the first time since its inception, the Association can now say, at least temporarily, "We're not crowded."

The new office space is located at 3140 W. 63rd Street, directly across the street from the President's Department (Executive Department) of ALPA headquarters at 3145 W. 63rd Street. Housed in the new building are the Bookkeeping Department, and the Council Coordination and Administration Department. 
(Continued on Page 7, Col. 1)

[[image]] 
[[caption]] STAIRWAY FROM THE STARS
-Acme Photo
High intensity lighting, known as the stairway from the stars at Moffett Field, Calif., for low visibility landing. This dramatic night photo shows a Naval transport plane as it taxis down the lighted "stair," consisting of 2,400 feet of high intensity lights graduated from a height of 55 feet beyond to a height of 26 inches along the runway. It is designed to aid pilots in making visual approach after being led in by other means during murky, low ceiling weather. Improved runway and approach lighting at commercial airports is one of the basic recommendations of APLA for increasing air line safety. 
[[//caption]]

TEN YEARS AGO
One of the most valuable and vital rights of air line pilots and all air line workers - the right to engage in collective bargaining as provided under the Railway Labor Act - was greatly endangered a decade ago when the critics of labor by their strong objections forced the issue to the extreme degree that it necessitated a Supreme Court decision to uphold its legality. 

Outstanding news in April, 1937, was announcement of the Supreme Court decision regarding the Railway Labor Act, which we reprint below in our labor representing scheme. The effect of a negative decision would have created a chaotic condition in the industry, and quickly destroyed all rights and working conditions the pilots have today. The following is the story of the decision which appeared in the April, 1937, edition of the AIR LINE PILOT. 

On March 29, the Supreme Court unanimously upheld the provisions of the Railway Labor Act requiring carriers to engage in collective bargaining with their employees in an effort to settle industrial disputes. This is of vital importance to the pilots because on April 10, 1936, through the efforts of the Air Line Pilots Association, this ACT was amended to include all air workers. 

"The Railway Labor Act provides for compulsory collective bargaining with the agency selected by a majority of any voting unit of workers and sets up a national mediation board with power to designate the voting agency, to conduct elections, and to issue orders requiring the carriers to bargain exclusively with the agency selected by a majority of the workers. The orders of the board are enforceable by injunction in the federal courts."

Fighting for protection for the air line pilots he represents, just as he is doing today... has been doing for the past two decades, David L. Behncke in his vivid testimony before Subcommittee of the State Committee on Interstate Commerce on March 8, 1937, voiced the views of the pilots concerning Bill S. 2 which proposed to put air transportation under the I.C.C. and amend air mail law, HR 6511. This testimony reprinted in the AIR LINE PILOT of April, 1937, is reviewed as follows:
"The pilots feel that the present protective section in the present air mail law has been one of the finest stabilizing elements in the entire industry, because it has done away with cutthroat competition to a very large extent, because when you start out to operate an air line the equipment and the facilities are all practically of an even standard. If there is no protective section for the pilots, the salary can be cut, and in that way they can take advantage of each other. But under this setup, they all must pay alike and they all must fly their pilots the same number of hours. That is where the real value of the section has made itself felt."

Forcefully resounding his plea for an independent Air Safety Board, David L. Behncke in the editorial carried in the AIR LINE PILOT of April, 1937, dramatically cited the hazardous accident record which indicated 50 deaths in air crashes between December 15, 1936 and March 25, 1937. The sound wisdom of this message excerpted below is even more significant today in the light of recent events. 

"Political pressure and outraged public opinion have brought about a slight reorganization of the Bureau of Air Commerce. This can only be interpreted as a political smoke screen on the part of the D.O.C to retain control of air safety regulation on the air lines. The citizens should realize that air safety is still in politics, and it will remain there until the rising tides of public opinion will bring about the passage of a real air safety law which provides for the transfer of air safety from the politically controlled bureau of Air Commerce over to an Air Transport Division of the I.C.C. where it will be regulated by career men and not political appointees. The I.C.C.'s record of increasing safety in transportation extends over a period of 50 years. There is every reason to believe that if it is given a change to regulate air line safety, history will repeat itself."

And today again faced with the same tragic crisis in air transportation as ten years ago, the men who rate safety foremost - the Air Line Pilots Association and their leader, David L. Behncke - are exerting every effort to effect the establishment of an independent Air Safety Board. Fifty per cent of ALPA's time and effort is spent on air safety and to this current problem ALPA has given an answer - the establishment of an independent Air Safety Board. It is the only answer. 

From Washington Slipstream

The next-to-the-last chapter unfolded this month in the legal controversy which has been going on before the Civil Aeronautics Board since last December. over whether it is in the public interest under the Civil Aeronautics Act of 1938 to permit eighteen air lines to band to-gether in an organization known as the Airlines Negotiating Conference for the exclusive handling of their labor relations. Two agreements between the carriers to accomplish this purpose were filed with the Board, testimony was heard before the Examiner in December, 1946, and the case came before the full Board for oral argument on April 9,1947. 
In the theory that since the carriers are required to comply with Title II of the Railway Labor Act, and that Act does not expressly prohibit such a combination and on the further allegation that the railroads conduct their negotiations on that basis, Potter Stewart, attorney for the Conference, argued that the CAB was bound to approve the agreements as not being contrary to the public interest. 
ALPA Opposes
ALPA, the main target of the Negotiating Conference, and the basic reason for its formation, took the position through your scribe, Dickerman, that (1) the CAB is not bound by the Rail-way Labor Act in determining the issue of public interest: (2) the Conference is in effect an in-terlocking relationship between various air lines and their executives which actually restrains competition; (3) that the con-flict of interest between competitive air lines is such that an air line without representation on the Conference board of di-rectors is at the mercy of its competitors who control its labor relations; (4) that the primary aim of the Conference is, and has been in the past, industry-wide collective bargaining which is contrary to the expressed de-sires of the pilots; (5) that the TWA strike was caused by the manipulations of the Conference in its effort to put over industry-wide bargaining contrary to the wishes of the employees; (6) if the Board were to approve the agreements and the Conference were to succeed in carrying out its objective, industry-wide strikes will inevitably occur and this would be contrary to the public interest. Even Public Counsel of the CAB took a most uncharitable view of the activities of the air lines under the chairmanship of Ralph S. Damon, president of American Airlines, in refusing to permit TWA to arbitrate the issues in that dispute and which refusal ultimately led to the 26-day TWA strike and all it's consequences. The Board's attorney come to the conclusion, however, by some very devious reasoning, that the Board could approve the agreements subject to the condition that such approval should not be used by the car-riers to require any employees' organization to deal with the Conference. The Board's decision is expected soon.

Add Office Space
(Continued from Page 6, Col.4)
the Statistical and Research Department, the Membership Records Department, plus ample room for storage and further available space for expansion. Extensive altering and decoration were accomplished including the moving of several heavy sales from the President's Department, all of which consumed considerable time and effort and for a period caused some disorganization at Headquarters. ALPA headquarters is now well set up and efficiently organized. ALPA members are invited to visit their home offices and inspect the new enlarged layout of which they can be justly proud. During the month of April, Edward C. Modes, of ALPA's Publicity and Public Relations Department. spent considerable time with Wesley Price, internationally-known writer for the Saturday Evening Post. Author Price is doing an article on ALPA for this publication. Mr. Behneke also spent quite a number of hours with Mr. Price answering questions and explaining the origin and high-light activities of ALPA.

Engineering Dept.

The Engineering Department started the month of April reviewing the contents of Draft Release 47-3, subject, Proposed regulation requiring all holders of instrument ratings to pass an instrument check within 6 months preceding any instrument flight. This draft release proposed to check into the experience of pilots holding instrument 
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A REPORT ON TELERAN
(Continued from Page 5, Columns 4 and 5)

by RACE in 1941, have since been incorporated in other navigation systems. The transponder also increases the range of the radar equipment, and by use of a reply frequency different from that of the ground radar transmitter, confusing radar echoes from ground objects are eliminated. Aircraft flying at low altitudes may thus be easily distinguished. The various components described above are illustrated in Figure 1.

The combination picture of map and radar indications can be produced in several ways. A simple method is shown in Figure 1, where a transparent sheet carrying the proper lines and symbols is placed between the radar tube and the television camera.

Figure 2 shows a typical picture seen in an airplane flying in the 10,000-15,000 foot level. Airplanes are shown by their pips, and the pilot's own plane is identified by a radial line passing through his pip. Each pilot sees a different line which passes through the pip corresponding to his plane. The altitude, wind direction and velocity are shown, as well as the television receiver channel assigned to this particular area. The arcs near the edge of the picture show the overlapping coverage of adjacent ground radars with their associated receiver turning. In each case the number "6" indicates the 10,000-15,000 ft. altitude level. Other data can, of course, be added.

In general it is claimed Teleran can be used for air navigation, traffic control, collision prevention, pictorial instrument landing, talk-down landing, automatic landing, automatic on and off course, azimuth indication, distance indication, taxiing control, and weather map reception.

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sion is expected soon.

License Revocations
The CAA enforcement lads are still busy filing complains against air line pilots. ALPA's Washington office currently has 18 cases in its hands for handling. Under the law, the CAA can only fine a company a maximum of $1,000 for each violation of the regulation; but for the same type of alleged violation they can and do attempt to take away a pilot's license which is literally his bread ticket. The inequity of this seems to be lost in the jungle of bureaucratic red tape that obscures the real issue in cases such as these. If the CAA is operating on the theory that by filing complains against the pilots, they can stop violations by the companies, it is submitted that they have the cart before the horse and their enforcement procedures will become instruments of injustice.

We are happy to report that in three cases recently the CAB has dismissed complains against air line pilots. In a fourth, the Examiner who heard the case has recommended that no further action be taken. Two more cases were argued before the CAB this month, and it is hoped that complete exoneration for the men will result. All these cases are of the utmost importance and a great deal of time and attention are given these matters by ALPA in Washington. Many members do not realize the amount of work or the complexity involved in steering one of these cases to a successful conclusion.

Air Safety Bills
Continued efforts are being made by ALPA to persuade the Senate Aviation Subcommittee to report out Senator Pat Mc-Carran's independent Air Safety Board Bill, S. 269. Personal interviews, memoranda, and the like are being employed to that end. Heavy pressure is being exerted by the government agencies, it is reported, to discourage any change in the status quo. Naturally neither of the regulatory agencies are interested in seeing any of their functions taken away but more than that, they fear what an independent air safety investigating board would have to say about their stewardship of air safety in general.

The House Interstate and Foreign Commerce Committee is rumored to favor the Air Safety Board idea but no official action has yet been taken.

AIR LINE PILOT CHARACTERISTICS
There has always been considerable speculation of what Mr. Average Air Line Pilot was like, but because air line piloting is a comparatively new profession until recently little light had been east on the subject. The Civil Aeronautics Administration, however, has completed a study of the physical characteristics of air line pilots based on the records of all air line pilots who received transport pilot medical certificates in 1946 and here is the statistical profile of Mr. Average Air Line Pilot, which might or might not be you:

The average air line pilot and copilot in the United States is 32 year old and has logged 4,859 hours of flight time. This average pilot and copilot weigh 165 pounds and is 5 feet 10 inches tall, which is several inches above Mr. Average American. There are fewer than three chances in 100 that he wears glasses and only 2.7 per cent required a lens correction. During 1946, the average pilot flew 63 hours a month, 37 of them during daylight hours and 26 a night.

The CAA points out that their figures are based only on the records of men who have been active enough in air line flying to have accumulated at least 150 hours of flying in the last six months.

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Seven

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'STRANGE CARGO'
Where do we go from here and what will we humans do next? That's one no one can answer, but we'll venture that it will be none the less screwy. No, this isn't Robinson Crusoe and his man Friday. Besides there weren't any moose or deer on Crusoe's island.

History and air transportation are fellow travelers. Where one sees one, one is bound to see the other. Here's another history-

[[image]]

making event. This time it's "strange cargo." The "strange cargo" is made up of Joe La Flamme (left), famed Ontario trapper and guide who hails from Ogama, Canada, a bull moose, two cow moose, and a deer. The old character with the double underwear and five layers of socks more or less is a famous trapper and guide well known to many American sportsmen who visit Canada. The trip was made from Ogama, Ontario, to the Sportmen's Show in New York City. Everyone is reported to have stood the flight in fine shape and no air sickness was reported.

A study of the picture is convincing of the fact that things we moderns do is, by comparison, pretty much messed up from the original patterns. Unorthodox is a good word for it, and we'll continue to do all right unless we run head on into the deadliness of our own inventions and concoctions which isn't an idle prediction. If we do, things will start again from the beginning. After all, maybe that's the way it was intended. Who knows? We get too smart and too wicked, and zip, out comes the well-known endgate.

* * *
AIR-BORNE HAIRDRESSING

This, to resort to a rather puny pun, is really a high hair-do as milady in her eternal quest to enhance her charms carries her beauty shop-presumably replete with its chit-chat, small talk and gossip sky high, about 4,000 feet to be exact. It's an experimental innovation of American Airlines which decided to try out hairdressing en-air-route as a service for its women passengers who want to get "beautiful" before they reach their destination. Hair Stylist Thomas Frank works on pretty (anyway the half that's showing is) model Lois Klein to the evident delight of the pilot, Captain R. E. Jones, of Local Council No. 39, AA-Chicago, who peers from his cabin.

If this keeps up we can just imagine what air travel will be like from now on. Cabin conversation will presumably be something like this: "Did you hear about so-and-so, dearie? Well, whosis told me over Pittsburgh that whats-her-name, who heard it from that thing over Chicago, told her over Kansas City that... oh my goodness, how times does fly, time to fasten the seat belt... I'll tell you all about it next trip."

* * *

HERE'S WHERE IT STARTED
This column entitled "Imagine That" in the AIR LINE PILOT includes unusual items of a character that causes readers to say "Imagine That!" Following is one of such items from the Daily Worker, a New York publication which is reported to have communistic tinges:

"Union air line pilots are so secretly worried about conditions of their planes that they have 'grounded' the president of their union, David L. Behncke, until further notice. Members of the Air Line Pilots Association (AFL) have warned that for his own protection, they will not take responsibility for flying him in any plane in the country.

"If any pilot sees him boarding a plane, he is to refuse to fly him..."

ALPA's president has appeared in many magazines and newspapers, but this is the first time his name made print in the Daily Worker. The story of what was said in this publication has gone across the air lines and has been heard in many forms, mostly twisted. The quoted part in this piece is exactly what was said and printed.