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Aviation History
1946
1946 - 0574.PDF
FLIGHT MARCH 21ST, 1946 AMERICAN NEWSLETTER quoted. They feel that Great Britain has had to alter her stand, and that the final agreement is, in effect, a victory for the American point of view. It is also clearly recognised that every settlement of this sort has some quid pro quo attached to it and that the British have a right to expect some benefits in return. All of wiiich is fair comment and is as it should be. If the matter is to be made a political issue, however, we can expect a continued attack on the agreement by those whose views are at variance with American governmental aviation policy and who will certainly seize this chance to further their interests. * * * During January, T.W.A.'s European service was delayed in starting because of a strike of its pilots. As a result of this and of other demands by the Air Line Pilots' Association (A.L.P.A.), machinery was set in motion to negotiate the whole question of Pilots' con- tracts with the air lines. Acting through a Wage Policy Committee of the American Air Transport Association, which Committee was supported" by thirteen domestic air lines, Mr. Ralph S. Damon, president of American Air- lines, settled the T.W.A. dispute, and it was agreed that their pilots, -who were operating DC-4S, would, for the time being, be paid the same rates as ruled for the flying of the four-engined Boeing Stratoliners Subsequently, the question of whether the Wage Policy Committee could, in fact, be used as a collective-bargaining instrument on behalf of the carriers was raised, and a representative of the A.L.P.A. stated that, if it was, a general strike of air line pilots might result. Pilots' Pay At the same time the A.L.P.A. announced its proposed salary and contract requirements for Domestic and Inter- national operations. These were as follows: — A maximum annual salary on Domestic operations of $15,000 to f 16,000 for pilots of over eight years' experience, and approximately $18,000 for international operations. These figures represent £3,750, £4,000 and £4,500 respec- tively. Flying time would be reduced from 85 to 75 hours per month. Other benefits sought include personal insur- ance to be paid for by the company, covering international flying equal to the amount of personal insurance now carried by the individual pilots (this was asked because the pilots' existing policies cease to be effective when flying in inter- national operations); a month's holiday, with pay; reim- bursement for expenses arising from the transfer of a pilot from one base station to another; actual reasonable ex- penses covering suitable meals, lodging, laundry, uniform pressing, transportation, and necessary gratuities while on a trip on company business; and additional expenses when special occasions arose. The extent of these demands will probably come as a shock to British observers, even when allowance has been made for the difference in exchange rate and the low pur- chasing power of the dollar. It does seem that the A.L.P.A. threat of a strike raises questions much more serious than those involved in the monetary value of the job itself. The right to strike has been recognised, and is justly accepted, as a method of obtaining redress where wages are sufficiently low to endanger the security of the worker and his family. The wisdom of striking where no such fundamental security question is involved seems doubtful, and in view of the high salaries already paid and the type of benefits desired, it is scarcely likely that such a move can increase the prestige or dignity of a profession which should have the highest concept of service and tradition in the fulfilment of its work. CLOSE QUARTERS : For an aircraft of the size of the Constellation, thecontrol cabin is not particularly roomy, but the controls are laid out with the neat and "permanent" solidity so pleasing in nearly all Americantypes. A flight engineer is carried, and the pilots have only the essential engine controls and instruments for attention. This does not mean that pilots have not the right to request higher wages. If they are calied upon to do a job requiring more skill, or which entails more danger, or if living costs or conditions alter, then they are obviously justified in making such a demand. The question of whether modern transatlantic flying on four-engined air- craft, with all the latest radio aids and improved weather and ground services, is more, or less, of a skilled or dan- gerous operation than flying a DC-3 over bad country in wintertime is then a matter for discussion between the companies and the pilots. But whatever disagreements may arise over these and other problems, no good can come from calling a strike. If the profession of the air line pilot is to retain the prestige and dignity which it deserves, and which will enable its members to ask for, and get, salaries as high as those it now demands, it must not alienate the respect of the public which it is there to serve. * * # Production figures of American civil aircraft are always interesting as a comparison, and to show how much greater is their domestic market than ours. According to statistics published in American Aviation there are at present 600 aircraft in use by American-owned airlines, and 554 are on order with American manufacturers. Of the latter 295 are twin-engined types and 244 four-engined. By the end of 1947 the estimated number of aircraft in use will have risen to over 1,000, The cost of these new 554 machines is given as over $263,400,000 (£65,850,000), apart from spares. * * * News has just been released to the effect that United Air Lines have placed an order for what is described as " a turbine and jet driven" aircraft, with the Glenn Martin Company. This is the first order of its kind to be made public over here, and if Glenn Martin can do what they say they can, and get it into service by 1947, it will certainly be the first turbine-powered aircraft in operation on an" airline. Details of the machine are rather scanty at the moment, but it is reported that the power units will be General Electric turbine-propeller T.G. 100s and the cruising speed is expected to be 380 to 390 m.p.h. Whether the aircraft itself is to be a modified 303 (which is the larger and pressurized version of their 202), or whether it is a new.design altogether, is not known.
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