Page:Aviation Accident Investigation - TWA crash on 6 May 1935 - Statement by Secretary Roper.pdf/4

 rule a pilot, when flying against a head wind, or when circling in storms could exhaust his reserve fuel supply and still be complying with Bureau regulations. Under the new rule, such a situation is impossible. This new regulation undoubtedly has made flying safer.

The regulations also were changed on October 1, 1934, so as to greatly reduce both the maximum annual flying time of first pilots and the monthly flying time of co-pilots. Formerly, first pilots were permitted to fly 1320 hours annually. Under the regulations of October 1, 1934, the annual maximum flying time of first pilots was reduced more than 25%, or from 1320 to 1,000 hours. The monthly flying time of co-pilots, which formerly was without limit, was reduced to 100 hours.

The custom of waiving, in certain cases, the regulation providing a maximum daily flying time of eight hours for first pilots also has caused discussion. Waiver of this regulation has been granted by the Bureau since 1930, to meet exceptional conditions. Usually waivers were granted to assist companies to complete runs of slightly more than eight hours duration where the changing of pilots near the end of a run would work an unnecessary hardship and expense without adding to the safety of the operation.

The SKY CHIEF accident occurred on a run on which the operating company had been granted a waiver. This waiver was granted at the request of both T.W.A. pilots and officials because the Los Angeles-Kansas City eastbound run has a scheduled flying time of eight hours and fifteen minutes. Thus the waiver permitted the company to work its first pilots a short time in excess of the regular eight hour day and thus enabled them to complete the run with one first pilot. The custom of this company, it should be noted, was not to work its pilots coming under the waiver rule more than 100 hours in any single month.

Despite the fact that this run was being operated under a waiver, nothing has been developed in any of the testimony taken in connection with the accident to indicate that either First Pilot Bolton or Co-pilot Greeson was suffering from fatigue which in any way contributed to the accident.

In fairness to the company, it also should be stated that Pilot Bolton had the reputation of being a high class pilot and that he had an extended rest period before taking out the SKY CHIEF on its ill-fated flight. He had gone to the coast as pilot of a chartered plane, and his selection for this important assignment is indicative of the confidence placed in him by his company. During the three months prior to the accident he had flown an average of only 83 hours monthly. He had not been on any sort of flight duty during the five days immediately preceding his shipping as pilot of SKY CHIEF.

The unusual aid given pilots on all T.W.A. planes in the form of automatic pilots should be mentioned. All T.W.A. planes are equipped with automatic pilots, and the SKY CHIEF, in common with the rest, had one of them.

Thus it was possible for the SKY CHIEF pilots, not only to relieve each other at the controls for rest periods, but also to control the plane safely by the automatic pilot.

The point has been made that the SKY CHIEF did not carry a hostess and that at times the co-pilot may have been called upon to perform duties ordinarily assigned to a hostess. This is an accurate statement regarding the