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Two THE AIR LINE PILOT July, 1947 THE AIR LINE PILOT Volume 16—No. 6 66 July, 1947 Published monthly by the Air Line Pilots Association, International Affiliated with A. F. of L. Annual Subscription $2.50 David L. Behncke President Jerome E. Wood First Vice-President Raymond B. Andrews Secretary Warren G. Malvick Treasurer Vice-Presidents, Foreign W. F. Judd TWA-Rome, Italy T. H. L. Young Panagra-Lima, Peru, S. A. W. R. Everts PAA-Rio de Janeiro, S. A. Vice-Presidents, Domestic F. C. Miller PCA-Chicago J. M. Marcum AOA-New York L. L. Caruthers Delta-Atlanta W. T. Babbitt EAL-Miami L. R. Davidson C&S-New Orleans G. F. Beale NWA-Minneapolis J. H. Roe TWA-Kansas City M. W. Sellmeyer Braniff-Dallas E. H. Campbell Continental-Denver S. J. Cavill WAL-Salt Lake City J. L. Crouch UAL-Seattle Robert Ford UAL-San Francisco L. M. Williams AA-Los Angeles Lawrence Cates Legislative Representative 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 Editorial Offices: 3145 W. 63rd St., Chicago, Ill. Telephone Hemlock 5015 David L. Behncke Editor PLAIN TALK Yes, it seems as if the last four crashes have again affected the line passenger business and why not? People think and reason things out for themselves. Life is not a cat-with-nine-lives matter. It is one life—one time up to bat—and that's it. There is no more. That's why the people think twice about things like air line crashes. The blame for air line crashes and the disorganized air safety state of affairs must in the final analysis be placed directly at the door of the manufacturers and operators of the air line aircraft. The management of our air lines are capable and have plenty on the ball, but when it comes to air line safety—well, let's not argue and haggle the point. Take a look for yourself. THERE ARE NO QUARTERBACKS ON THEIR TEAM—NO AIR SAFETY BALL CARRIERS, AND NO TEAMWORK. IT'S UNORGANIZED, EVERYTHING GOING IN DIFFERENT DIRECTIONS—A REGRETTABLE FIASCO WITH THE EVER-PRESENT IMBECILIC HOPING THAT SOMETHING CONSTRUCTIVE WILL COME OF NOTHING AND THERE WILL BE NO MORE AIR LINE CRASHES. In other words, wishful thinking and the same kind of hoping. Then still another crash occurs and it's the same as tossing a polecat in a hen house—the chickens scatter in all directions and bedlam is rampant. Next comes the usual meaningless investigations. First, the gods of politics must be served. Secondly, and this is a must, both the company and the CAB officials' skirts must be cleared. The real underlying purpose of all concerned is to clear everyone but the pilot who is usually dead and must stand mute and unable to recount what happened to defend himself. It is a convenient dead-end street. A convenient dead-end unloading place for all actual causes and blames. Lately, the manner in which accidents have happened hasn't made it quite so easy to blame the pilot. It is becoming increasingly more difficult. Even structural failure is no longer able to escape under the fool's illusion that nothing ever happens structurally in the air to air line aircraft. Now that this thin veil has been brushed aside, feeble attempts are made to determine probable causes of structural failures. The effort is the same, unorganized and half-hearted with practically everyone moving in different directions and following widely separated lines of approach. Reportedly one air line strengthens the tail hinge fittings on some of their larger equipment and is putting in new hinge bolts. Another increases the size of rivets. Others take different approaches, while still others apparently do nothing. Does it take more than the most elementary thinking to arrive at the following: If there is structural weakness in any part of air line aircraft and there is need to make changes in such aircraft on one air line, should not similar changes be made to similar equipment on all other air lines? Why are changes made only on one air line, and not on all others? The answer is childlike in its simplicity: If it is necessary to make engineering strengthening changes on a aircraft operated by one air line, it is certainly necessary to do likewise on all air lines. Where does the CAA and Safety Bureau fit into this part of the picture? Where safety is concerned, the right hand must know what the left hand is doing. Fire in the air should have been eliminated years ago, but the fire bugaboo is still present today in all its stark horribleness. Our engineers haven't reached first base in air fire prevention planning. The first step is to prevent the use of inflammable materials. Even this hasn't been realized until a few short yesterdays ago after more terrible fire losses were suffered. It is a sour note but that's it. The integral gas tank (built-in gas tanks, they are called but built-in disaster would be more appropriate) fire hazard question is unanswered. What the air line equipment engineers fail to realize is that high test gas is virtually TNT and they haven't yet realized it must be stored aboard aircraft so it isn't almost certain to turn the aircraft into a roaring inferno from nothing more than a relatively minor accident to the wings. A large percentage of our air line aircraft are equipped with integral gas tanks built into the wings. The cry now is we can't change from the integral type gas tank to the cell type, the type of tank that should have been used in the beginning, because we would have to virtually rebuild the wings of our air liners, and this involves millions upon millions of dollars. First, inexcusable mistakes are made and, secondly, money is placed ahead of the safeguarding of human life. It is not a pleasant picture, is it? At collective bargaining tables air line company negotiators point to balance sheets and plead that the recent accidents are causing them to again earn less profit. The answer to the economic side of the picture is elementary. The people who are working for a living cannot permit the cost of the mistakes of the air lines and the manufacturers of air line equipment to be taken out of their pay envelopes. The answer for all concerned is sternly simple. The paying customers want to go from Point A to Point B in one piece and not wind up where "X" marks the spot. The paying customers are still scrambling to get aboard trains and busses. When the air line industry does something solid about creating and maintaining the proper degree of air safety, the worry about profit charts will be a thing of the past. Air line transportation has much to sell; in fact so much there's only one effective way of retarding its progress and that is to keep on living in a fool's paradise about air safety. If the air lines are to succeed in the measure they should, a maximum degree of safety will have to be created. In addition to the profit and loss part of the quandary, there is the matter of saving countless human lives. With real air line safety, the air lines will succeed and grow to be the world's most profitable transportation business. Without this essential element, they will not fail but will never really get out of the category of also rans. The decision must be made by the air line officials themselves. They must realize that the only way to create the proper degree of air safety is to do something effective about it. The answer has been written for many months, even years ago by the air line pilots. THE AIR LINE INDUSTRY CANNOT AND WILL NOT HAVE REAL AIR LINE SAFETY UNTIL THE FORMER INDEPENDENT AIR SAFETY BOARD IS RE-CREATED. ANY VERSION THAT FIRST MUST SERVE THE GODS OF PETTY POLITICS AND PENNYWISE AND POUND FOOLISH LINE OF AIR SAFETY THINKING WILL NEVER GET THE AIR SAFETY JOB DONE. The air line business today is truly at its most critical threshold and can go one way or the other. Everyone knows what the right way is. The legislators, the manufacturers, the air lines, and the stockholders can go in the right direction and there will be no cause to worry about the economics and finances of the business nor about the wage increases everyone so richly deserve. If the wrong fork in the road is taken, the air line crashes will continue and there must be "sackholders," but in this case it isn't going to be absorbed in the pay envelopes of the people who do the work. Instead it is going to be the people who are making the mistakes. It may take the stubborn-boy-castor-oil routine. But isn't it about time our legislators do the nose holding act and administer the Air Safety castor oil, and surely everybody will feel better including J. Q. Public, who is in this picture as both the "stockholder" and the "sackholder." Why not wake up, John, and give the air line pilots a hand and a healthy heave on the air safety wheel—after all it's your life and where is the much flaunted public press in this fight? How about a bit of the kind of support it takes to get the former non-political, independent Air Safety Board re-created by federal legislation? Yes, Mr. Public Interest Defender, how about it??? —David L. Behncke. News Notes From the Councils [[image]] 'A Lot of Dihedral in the Tips' By JERRY R. KEPNER Council No. 8, National Miami, Florida This month's mail holds little of interest other than the forthcoming schedule shake-up. How dull our lives would be if it were not for schedule changes! We on National never get bored for same, I assure you. Across the Line The boys in New York are all going to have to readjust themselves either in Jacksonville or Miami, as the New York base is going to be a thing of the past, according to present plans. This will mean that Jack "Errol Flynn" Morrison, Tommy Elmore, Jess Trevathan, Sid Wilson, Walter Shinn, and Charlie Leeds, "The Prince of Manhattan," will all find themselves looking for apartments down South. In the case of the "Prince" I have no doubt that each and every one of the three million females in Greater Manhattan will consider this a personal loss. Our Eligible Bachelor Roy Stripling "came of age" as far as the CAA is concerned, on his twenty - third birthday this month. As this is being written, he is anxiously awaiting the grades on his written exam. If all goes well, he'll be checked out immediately, which will not only make him the youngest captain on the line, but also the most eligible bachelor. Line forms on the right, girls. No pushing please, plenty for all. Add pleasant sounds: Captain Jimmy Myer, one - time NAL radio operator, repeating clearances to the LaGuardia tower operators. We understand that he can repeat a hundred - word clearance while filling in the logbook. The Pride of Them All Whoever started the current mustache craze should be tied down and have each individual hair plucked out, one by one. I'm sure National must have the biggest crop of lip foliage of any air line in the country. The pride of them all, though, is the one worn by Joseph E. Wolfe, Jr. It's the handle-bar type, with a lot of dihedral in the tips. The Lodestar cockpit is just a little too small for one of that magnitude, however, so Joe is going to transfer to the DC-4's in order to keep from trimming it. What Was His Seniority Number By M.L. BOLING Council No. 5, UAL Portland, Oregon The eraser on my typewriter wore out, so I've been effectively gagged for several months, but while waiting for the next council meeting at which Emory Culbertson, our new chairman, will recount his adventures at the convention, I'll dash off the accumulated dirt. Departures: "Sad Sam" Stephens for California-Eastern. Sam was one of the best horse assessors in the Northwest. Speaking of Cal-Eastern, they really have an outfit and grabbed off several of United's better pilots. A couple of pilots were overheard discussing one of them. "Sorry to see him leave United," said one. "What was his seniority number?" asked the other. The first pilot volunteered the information. "Well, then I'm sorry to see him leave, too." You gotta admire honest sentiment like that. Johnny Wright, Foster Sturdevant and Ed "Four on the Green and One Putt" Heft left for Seattle and the giant mainliners. We also willed Seattle over trips 2 and 5 with The Dalles and Twin Falls (when and if) thrown in. This leaves us covering two round trips East and one Spokane shuttle. Portland generously bequeathed the dispatch office to Seattle in exchange for a little peace and quiet. But even with life down to the simple formula of two round trips on a ten-day schedule, complications creep in. There's a fellow out at the field surnamed Mee. Sample phone conversation: "Who's this?" "Mee." "Okay, wise guy, who's me?" You get the idea. Abbott and Costello can have the gag for nothing with "Mee" thrown in. "But we don't want you, just the gag." "Take the gag and Mee, too." How did I get started on that? And the padding has been taken off the jump seats, which has cut down the number of observers, but has increased the griping out of all proportions to the number of callouses. In Constant Memorium "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, Eugene C.—UAL; Berger, H. A.—UAL; Bowen, W. S.—EAL; Canton, C. E.—EAL; Charleton, H. T.—AA; Darby, James E.—C&SAL; Davis, Wm. E. — Continental; Duke, Albert B.—EAL; Folkers, Harold J. — Braniff; Greenlee, Robert L. — UAL; Herndon, Thomas—UAL; Jackson, Walter — TWA; McDowell, H. C. — UAL; Mitchell, Hewitt F.—Colonial; Mostoller, Charles—EAL; Nagel, John—Mid-Continent; Nelson, Franklin S.—WAL; Peterson, Warren — TWA; Roth, Paul F. — EAL; Shafer, George H, — TWA; Skelly, H. J.—AA; Trewek, J. M.—AA. Active Duty Naval Reserve Jones, John Paul—EAL; Knudson, Max — TWA; Roscoe, Thomas M. — EAL; Sparboe, Jerome H. — NW; Williams, Roy W.—EAL. Active Duty Marine Corps Kimball, Walter F.—TWA. Active Accidental Adams, John B.—UAL; Anderson Lloyd—UAL; Andert, Paul A.—UAL; Antonio, S. B.—PCA; *Bamberger, T. L.—TWA. Barrett, Joseph C., Jr. — PAA; Barron, John M., Jr.—AA; Bates, Clarence F.—NW; Bethel, A. T.—TWA; Beindorf, C. R. — UAL; Bickford, L. A. — Panagra; Bigelow, Ed. — UAL; Bliven, L. H. — NWA; Blom, Edwin W. — UAL; Bogen, W. L. — WAR; Bohnet, Frederick L. — TWA; Bolton, Harvey F.—TWA; Bontrager; C. M.—UAL; Borchers, Adrian—PAA; Bowen, J. E. — TWA; Bowen, Lewis L. — BA; Brandon, James L. — UAL; * Brand, W. J. — AA; Briggs, Francis W.—AA; *Brigman, R. M.—AA; Broghton, D. E.—UAL; Brown, D. W.—UAL; Brown, H. Babcock—NEA; Brown, W. C. — PAA; Brunk, Paul S. — PAA; Bucher, C. L.—PAA; *Bucklin, Fred—PCA; *Bullis, R. L.—PAA; Burks, J. A.—UAL. Carpenter, Bayard A.—AA; Chamberlain, Cassius B.—NW; Christian, I. J., Jr.—NWA; Clark, F. N.—Continental; Clayton R. C. — C&S; Cohn, Hanley G. — WAS; Cole, D. C.—UAL; Cooper, D. I.—AA; Cope, Alonzo, — Marine Airways; *Cox, Floyd—Ludington. Dace, Frank E.—WAL; Dally, Benjamin H.—TWA-ICD; Davis, Alfred W.—UAL; Davis, Douglas—EAL; DeCesare, Frank—Panagra; De Cesaro, Joseph G.—UAL; Diltz, H. C.—TWA; Dietz, Stuart G.—EAL; Dietze, R. H. — AA; Dixon, Andrew, Jr. — DAL; Dryer, Dale F. — AA; Dunn, S. M.—Panagra; Dyjak, R. J.—NWA Eitner, R. G—AA; Elzey, Robert M.—PAA; *Enger, G. E.—NWA. Fey, Howard—UAL; Fields, Glenn T.—AA; *Fisher, John F.—NW; Fortner, W. F.—EAL; Fuller, Ray E.—AA. Gambee, H. T.—TWA; Gay, R. A.—AA; Gardner, Gordon W. — Panagra; Gentry, J. N.—PAA; George, Hal—TWA; *Gill, D. N.—TWA-ICD; Gillette, Morgan A.—TWA; Golden, Glenn—AA; Gower, Vernon I.—DAL; Grover, R. Boyd—UAL. Hald, Arthur A. — NW; Hale, S. H. — EAL; Haligren, W. A.—AA; Hart, John F. — NW; Hedenquist, W. A. — TWA; Herndon, J. T. — UAL; Hill, George W.—AA; Holbrook, Clyde M.—AA; Holsenbeck, W. M.—PAA; Holstrom, A. E.—TWA; Howell, P. P.—TWA; Hunt, E.—AA — Inman, Rodger R. — TWA-ICD; Inman, W. B. — EAL; Ireland, Baxter L. — Continental; Jackson, W. — TWA; Jameiller, Stanley E. — CAL; Jamieson, W. L.—EAL; Jones, H. H.—PCA; Jones, Lloyd E. — UAL; Jesselyn, John — PCA; *Jones, W.H.—UAL; Judd, O. K.—PAA. *Kelley, R. A., Jr.—EAL; Kelsey, H. J.—AA; Kincanon, Ted N.—AA; King, G. B.—PAA; King, J. O. — EAL; Komdat, A. C.—EAL; Kroeger, J. H.—PAA. Lamb, Charles S.—UAL; Lewis, Harry C. — TWA; Livermore, Joe — NW, Loeffler, Edward J. — WAL; Lucas, Al — WAS; Lucas, Verne—Ludington; Lynn, John B.—C&SAL. McAfee, William—PAA; McCauley, J. R. — AA; *McLaughlin, J. J. —AA; McMickle, Harold—Panegra; Majors, R. R.—AA; Mallick, Forrest E.—UAL; Mamer, Nick B.—NW; Marshal, Gerald V.—AA; Merrifield, Austin S.—UAL; Martin, Karl R.—NWA; Miller, B. D.—AA Colonial; *Miner, Willard H. — UAL; Mitchell, J. W., Jr. — EAL; Montee, Ralph—TWA; Montijo, John G. — VAT; Morgan, H. R. — TWA; Morgan, H. W.—PAA; Mossman, Russell C.—C&SAL. Neff, Harold—UAL; Noe, Earl J.—TWA; Norby, Raymond B. — NW; Nordbeck, H. T.—NEA. *Obri, Fred—PAA; *O'Brien, W. E.—PCA; Odell, M. T.—AA; *Olson, Kenneth S.—NW; *Onsgard, Alden—NWA; Owens, Clifford P.—WAE; Parker, A. N.—TWA-ICD; Paschal, A.—PAA; Pedley, Charles F.—AA; Perry, J. A.—EAL; Person, Addison G.—PAA; Pickup, Christopher V.—UAL; Pielemeier, Harold E. — AA; Potter, Norman W. — UAL; Proebstle, R. — NWA; Pursley, C. H.—Panagra. Quale, R. J.—AA. Radoll, R. W.—UAL; Raley, R. J.—NW; *Repack, W. T.—PCA; *Rhew, Jesse N.—C&S; Riggs, Russell S.—AA; Robbins, Wm. J. B.—AA; Rose, John A.—KLM; Rousch, Chas. W.—NW; Rust, F. H.—AA. Salisbury, Harvey M. — TWA; Sandblom, J. V.—CP; Sandegren, Thomas E.—UAL; Sauceda, J. M.—PAA; Scott, P. T. W.—TWA; Scott, Philip C.—UAL; Scroggins, Lowell V. — PCA; Shank, Eugene S. — NWA; Sharpnack, J. W.—UAL; Sheets, Don K.—Panagra; Sherwood, George C.—WAE; Smith, G. E.—TWA; Smoot, C. H.—Braniff; Snowden, J. P.—TWA; Stiller, Harry A.—AA; J. E. Stroud—AA; Supple, Robert E.—Panagra. Tarrant, Harold R.—UAL; Terletzky, Leo—PAA; Thomas, L. E. — EAL; Thompson, A. R.—UAL; *Turbyne, Robert—Panagra. Underwood Sanford L.—AA. Vance, Claire K. —UAL; Vanderbusch, R. E.—NWA Wagar, G. K.—UAL; Waldron, Joe—AA; Walker, M. A. — PAA; Wallace, Clyde W.—TWA; *Wasil, Nicholas A.—TWA; Watkins, E. C.—AA; Weatherdon, Edwin—AA; West, F. W.—NW; Whidden, R. G.—NEA; Wieselmayer, Otto—PAA; Wilson, W. C.—AA; Williams, Wayne C.—TWA; Williamson, P. B.—EAL; Worthen, J. A.—WW; *Wright, J. S.—TWA. Young, George E.—UAL. Zeier, Carl F.—C&SAL. Natural Blomgren, Lloyd I.—AA; Chiappino, L. J., TWA-ICD; Cochran, Robert M. — UAL; Colton, Ray—UAL; Currier, C. L. — TWA; Fife, John A. — CA; *Gambee, Harley T. — TWA; Gilbert, Paul L. — PAA; Hohag, R. J.—NW; Jamieson, Leland S.—EAL; Jaster, Frank B.—EAL; Knight, J. H.—UAL; Little, R. J.—AA; Maguire, R. C.—AA; McConaughey ra M.—AA; Peterson, J. M.—NWA; Phelps, Henry T. — PAA; Schier, Tip—Delta; Swanson, Axel—AA; Taylor, V. W. — NWA; Wittenberg, F. E.—UAL. Inactive Anderline, Frank W.; Ashford, Ted; Barr, Julius; Brown, W. Craig; Burford, Dean W.; Caldwell, G. Q.; Drayton, Chas. M.; Fisher, Alfred O. F.; Hulsman, Herbert W.; Hunter, Lewis W.; Leak, E. L.; Jackson, L. A.; Judy, H. R.; Kerwin, J. J.; McMarkin, Richard A.; Mills, Arthur; Mitchell, R. L.; Noyes, Dewey L.; O'Brien, Forrest E.; Ormsbee, F.; Riddle, Glenn L.; Roulstone, J. J.; Rousch, Usher E.; Shelton, Boyd M.; Squire, J. P. L.; Stark, Howard C.; Tinkle, Howard A.; Van Alstyne, Hugh, Jr.; Veblen, E. H.; Walbridge, Donald C.; Warner, Roy; Wheaton, Harold H.; Whittemore, Fred W.; Wolf, John F.; Willey, Sidney L.; Zimmerman, Harry J. Waiting List Brock, Wm. S.; Clark W. H.; Kiser Daniel; Langmack, David F. Unemployed Downs, Lloyd; Hays, George L.; Keadle, Floyd E.; Miner, R. I.; Rhiner, L. R. Honorary Brisbane, Arthur; Greene, Dr. Ralph; Kelly, Hen. Clyde; Rogers, Will. *Apprentice Member July, 1947 THE AIR LINE PILOT Three ALPA'S CRASH REPRESENTATIVES IN ACTION [[image]] Out of this pile of twisted rubble that was once an airplane engine, ALPA's crash representatives look for some clue that may lead the way to determining the cause of a crash. One of the primary functions of ALPA's Engineering and Safety Department is the investigation of crashes and the determination of their cause as the basis for air safety recommendations. The recent series of air line crashes, the worst in the history of commercial aviation which claimed a total of 145 lives in a span of only two weeks, has kept this facet of ALPA activity at peak pitch. Pictured above are ALPA's engineers and pilot representatives inspecting one of the engines which was salvaged from the EAL DC-4 which crashed at Pt. Deposit, Md., on May 30 with 100 per cent fatalities. All four engines, and the major part of all four propellers, were recovered for the investigation which was held at the Bainbridge Naval Station. It is believed that the engines were torn from the plane by the impact of the crash. Studying and observing the badly demolished engine are (l. to r.): C. F. Eck, ALPA engineer; J. G. LaVake, of Local Council No. 51, EAL-New York; L. R. Matthews, also of Local Council No. 51, EAL-New York; J. S. Grier, of Local Council No. 72, EAL-Boston; and T. G. Linnert, ALPA engineer. Basham and Toeppen, Take a Bow To Captain E. E. Basham, of Local Council No. 39, AA-Chicago, and Copilot D. B. Toeppen, of Local Council No. 12, UAL-Chicago, went the distinction of being the first ALPA members to pay dues under the new percentage of earnings system inaugurated and approved by the Ninth Convention. With the groundwork now laid to put the new system into smooth operation, the proof that it will work is being found in the rapidity with which the first two members responded and the smooth and consistent flow of subsequent early returns. Inauguration of the new dues assessing and collecting system, which becomes effective for third quarter dues, entailed a complete rebuilding and revision of ALPA's dues collecting procedures in effect for 15 years. The change-over from the flat dues methods to the new percentage system required many months of work by the Bookkeeping and Accounting Department, which required revising new methods of billing, recording, accounting, and a multitude of other salient details, to gear Headquarters to the new methods. With the new system in effect, ALPA will have reached the dual objective of accomplishing the same end as a flat dues increase and at the same time giving the Air Line Pilots Association one of the most democratic dues structures of any labor organization in the world by spreading the dues with complete equity over membership by prorating them according to the earning power of the individual. Briefly the new system is based on an advance estimate of yearly income, which will be the basis of quarterly dues payments: In order to set up this new system, Headquarters forwarded a specially prepared card to each member on which he was to record an estimate of his annual income and return this record together with a check for payment of his third quarterly dues based on the estimate which determines the bracket in which he falls. Future quarterly billings by Headquarters will be made on the basis of this original estimate. The hats of all ALPA members are off to these first two members to respond with the wherewith, Basham and Toeppen, who started the ball rolling on the new system with good examples of prompt payment. The slow-pays and no-pays should take their cue from these two progressive young members. They are a real credit to ALPA. Step up, men, and take a well-deserved bow. [[image]] CAPTAIN E. E. BASHAM [[image]] FIRST OFFICER D. B. TOEPPEN ANOXIA By Herbert F. Fenwick, M.D. ALPA Aero-Medical Dept. There are conditions other than altitude alone which must be considered as factors contributing to the condition of anoxia. The length of time a pilot is exposed to the higher altitudes is an important factor. The longer the exposure, the greater will be the degree of anoxia. A pilot remaining at 14,000 feet for two hours will develop approximately the same degree of anoxia, as he would if he remained at an altitude of 20,000 feet for one half hour. The rate at which a pilot ascends affects the degree of anoxia. When ascent is rapid, anoxia develops earlier than when ascent is slower. This is partly due to the fact that the body mechanism does not have sufficient time to adjust to the rapidly changing barometric pressure. It was found in the recent war that this was an important factor in military operations. Altitude is the constant factor in bringing about oxygen want. At 8,000 feet the available oxygen is reduced approximately 25 per cent; at 10,000 feet it is reduced approximately 30 per cent; at 15,000 feet it is reduced approximately 45 per cent; at 20,000 feet it is reduced 50 per cent; at 25,000 feet it is reduced 60 per cent and at 30,000 feet it is reduced approximately 70 per cent. We know that an altitude of 8,000 feet or less is tolerated by healthy individuals. It is above 8,000 feet that caution must be used. Many individuals require artificial oxygen at 10,000 feet. Pilots exposed to an altitude of 10,000 feet in day flights for more than one hour require oxygen. In night flights above 8,000 feet oxygen should be used. In military operations it was found necessary to administer oxygen from the ground up, if ascent was rapid, and especially if a long flight at high altitude was anticipated. At times oxygen administration was started 30 minutes before entering the cockpit and used continuously throughout the flight until a landing was made. While the altitude determines the partial pressure of oxygen, the percentage needed to prevent anoxia is increased because of carbon dioxide gas and water vapor present in the alveoli of the lungs. At 10,000 feet 30 per cent oxygen is required, at 15,000 feet 40 per cent is required; at 20,000 feet 50 per cent is requited; at 25,000 feet 70 per cent is required and at 30,000 feet 90 per cent is required. The above figures apply to healthy individuals. Individuals whose resistance and tolerance are reduced by pathological disturbances usually develop anoxia earlier and to a greater degree. Pressurized cabins reduce the dangers of anoxia, however in case of failure of the pressurizing mechanism all flying personnel should thoroughly understand the seriousness of anoxia. For Ardmore Grievnaces--Action (Continued from Page 1, Col. 5) where it can be considered as closed. Progress was additionally notable all along the line in direct negotiation conferences with Pan American, Delta and United Air Lines and mediation conferences held with National and American Overseas Airlines. The rapid acceleration in employment agreement making, aside from the very noticeable recent trend toward resumption of normal relations in this field, can be largely accounted for through the expansion of ALPA's Employment Agreement Department which has enabled it to carry on simultaneous negotiations with several air lines at one time. Not alone in the field of employment agreement making was Headquarters activity reflected during the past month, other highlights being Headquarters participation in the investigations and hearings of the UAL, EAL, and PCA crashes early last month, filing of briefs and appearances at the Civil Aeronautics Board hearings on the Western-United route sale, and the beginning of the American Airlines Ardmore Screening program grievance cases, several of the initial hearings of which were held this month. NWA Agreement Completed Consistent with the trend of ALPA's employment agreement making activities, the Northwest Airlines pilots' employment agreement was closed in June with a minimum of negotiations that culminated in completion of the agreement on June 13 after three days of company-pilot conferences. Conferences were held at the company offices in St. Paul, Minn., on June 11, 12, and 13, and the agreement, containing all of the new rates of compensation provisions, was signed late in the evening of the final day. The completed agreement is basically similar to other recently-signed agreements with the exception that the gross weight compensation is added to the base pay factor of the formula, and the copilots' scales are based on an equipment differential. In addition to the gross weight-base pay sliding scale, the new Northwest contract contains the usual rates, plus terrain and non-reverting mileage pay. The copilot scale is divided into one bracket for the DC-3, one for the DC-4, and Martin 202 and 303, and a third scale for the Boeing 377. The copilots also receive terrain pay for hazardous terrain. Other salient features of the new Northwest contract are: full pay for vacation periods; a sick leave plan at full pay accumulative to 60 days in a five-year period; an increase in meal expenses; and substantial compensation differentials for pilots flying on the international operation, with further increases for pilots based outside of the United States. The pilot conferees, a well-balanced group that rendered real assistance in the negotiations, were composed of J. A. McKeown, W. F. Richmond, and L. Pigeon, all of Local Council No. 1, NWA-Eastern; A. F. Walker and C. B. Kahla, of Local Council No. 54, NWA-Western; and R. L. Oakman and W. P. Kilgore, of ALPA headquarters. Company representatives were Croil Hunter, president and general manager of NWA; L. C. Glotzbach, vice-president and assistant to the president; W. F. Marshall, vice-president of operations; Norris Jackson, Director of labor relations; J. F. Woodhead, operations manager; and H. N. Eskeldson, of the Airlines Negotiating Committee. Previous conferences on Northwest Airlines, which had been postponed due to unavoidable reasons, had been held on March 6 and 7, making a total period of five days that the agreement was in negotiation prior to signing. The new provisions of the NWA agreement will be dovetailed into the existing agreement so that the contract book can be reprinted and brought up to date. Colonial Signed Second agreement to be signed during the month and following closely on the heels of completion of the Northwest Agreement was the domestic agreement on Colonial Airlines signed in New York on June 19 during the third series of conferences held with this air lines. Coupled with the supplemental agreement covering Colonial's Bermuda operations, already signed on April 23, 1947, culmination of the domestic supplemental agreement brings current negotiations with Colonial to a successful conclusion. Highlighting provisions in the completed Colonial agreement were increased pay for all copilots regardless of seniority bracket, increased first pilots pay, regular rates of compensation as basis of pay for first pilots checking new routes, payment for first pilots for learning to fly new equipment, increase in vacation pay for first pilots and reserve pilots, and increased meal allowances. Only eight days of negotiations—March 26 and 27, April 4 and 23, May 19 and 20, and June 6 and 19—were required to complete and sign both the Bermuda and domestic agreements on Colonial, the latter of which ranks among the best in the industry. Conferees Report Indicative of the accomplishments which can be attained with the existence of good employer-employee relationships, which has been the recent characteristic (Continued on Page 4, Col. 1) AIR MAIL DAYS (Continued from Page 1, Col. 3) to all old-time air mail pilots and their survivors, first air mail mechanics and other employees and their survivors for information, mementos, and any other material which would be of value in establishing a record of the early air mail days. These may be sent to Carl W. Mitman, Assistant to the Secretary, National Air Museum, Smithsonian Institute, Washington, D. C. The source of the specimens should be indicated on a label accompanying each exhibit which will be of considerable assistance to the Museum in preserving the achievements of the pioneer air mail pilots and mechanics and all other early air mail employees and last but not least, the first U. S. air mail service, the forerunner of today's world of air line flying. [[image]] FOR SAFETY That air safety can be an actuality and not merely a nebulous hope has been proven by Braniff Airways with its record of seven consecutive years without a passenger or crew fatality in 692,446,610 passenger miles. In recognition of this refreshing record in the midst of the nation's rapidly disintegrating air safety attainments, Braniff was recently awarded the National Safety Council's Aviation Safety Award. Pictured here is T. E. Braniff, president of Braniff Airways (center) as he accepts the award from Ned Dearborn, president of the National Safety Council (left). At the right is Captain Jack Himer, one of Braniff's 51 "million miler" pilots. —Acme Photo
