fly in any particular type of aircraft, but I think that you will find that all of our commanders, our generals, have checked out in all types of aircraft pertinent to their units, to the ones which they command.

For example, I am in Tactical Air Command. I know General Weyland has checked out in jets, I know he has gone through the sonic barrier in jets and I know his men are proud of him for having done so. Mr. RIVERS. You think that is vital to the morale factor?

Colonel CORBIN. I do, sir. I served under General Patton in World War II. It was vital to our morale that he do the foolish things he sometimes did, but on the other hand I believe he had a fighting army. Mr. RIVERS. I kind of halfway agree with you.

Colonel CORBIN. We get down to the colonel's grade on this and we find that 62.2 percent have some jet flying time and 32.3 percent have qualified time.

In captains the figure is 44.9 percent, and 32.4 percent.

Mr. BLANDFORD. Navy captains?

Colonel CORBIN. I am speaking of Air Force ranks here.
Mr. BLANDFORD. These are Air Force captains.

Colonel CORBIN. That is right.

Mr. BLANDFORD. Only 45 percent have time in jets?

Colonel CORBIN. That is right. It so happens there are a great many units still in the Air Force that have not received their jet-propelledtype aircraft and we do not have the supply to insure everybody of flying time.

We are approaching an almost completely combat type jet-propelled Air Force, but it is not here yet, because of the troubles of production, etc., with which you are all aware.

Mr. BLANDFORD. To qualify for flight pay, Colonel, am I correct that every pilot, notwithstanding whether he is flying a jet or conventional aircraft, but every pilot, must make a ground-controlapproach landing?

Colonel WELLS. He is required to make five each year, sir.

Mr. BLANDFORD. In other words, a four-star general or second lieutenant who is a rated pilot must make five ground-control-approach landings each year?

Colonel WELLS. If he wants to qualify, and if he wants to continue as an instrument pilot.

Mr. BLANDFORD. Doesn't he have to have an instrument card to qualify for flight pay?

Colonel WELLS. We have some exceptions, sir, in the very senior grades where these people do not have to qualify for instrument cards. That is the only exception that is made in the case of the Air Force. They still have to fly their minimum of a hundred hours a year, of which half, 50 hours, has to be as first pilot at controls. They must fly 20 hours of instrument and 15 hours of nighttime each year. That is our minimum for all Air Force officers.

Mr. KILDAY. I would like to say, I hope there are some exceptions. That is the way we lost Horace Hickham, if you will remember. Mr. RIVERS. That doesn't mean GCA entirely. It could be "ILS,” couldn't it?

Colonel WELLS. No, sir; we require them to make five GCA practice approaches.

Mr. WILSON. I got a complaint from a constituent last week that Vice Adm. Harold Martin, commander of Air Force Pacific, was fly

ing around in jets and they felt with all his training and responsibility that it was improper for a man with that ability and that rank to fly around in jets.

He, I believe, was trying to improve the morale of his own men and I assured the constituent that he did not do it as a practice, this was just an occasional flight.

Mr. KILDAY. That should console you, Colonel Corbin, to find the other side exists.

Colonel CORBIN. As a first consideration, before looking at these tables which we have on the view-graph and which are the last three tables in the books which you have, let me point out that this pay is not an element of retired pay, and it is

Mr. KILDAY. I wish you would emphasize that, Colonel.

Colonel CORBIN. This pay is not an element of retired pay. It is only paid when basic pay is being paid for the performance of duty. Its receipt is rigidly controlled by limiting regulations in each of the concerned departments.

Let's have the first chart, please.

This is an easy chart. Prior to 1949 you will notice that the flying pay was 50 percent of the basic pay. That ranged for a major general from $366 a month to $105 a month for a second lieutenant, and accordingly down the enlisted scale.

Now, then, using as our firm base the Career Compensation Act, and assuming that this sets up a suitable ratio between flying pay and basic pay, and as incentive pay for hazardous duty was not raised in 1952, let us look at the percentages we had under the Career Compensation Act.

Remember that for each grade the pay was the same, all major generals got $150, all brigadier generals got $150, all colonels got $210, second lieutenants, $100, and so on down the enlisted scale. I have not included in this showing the warrant officers, and I will explain that later, but remember, in the warrant officers' category presently we have budgeted for only 669, and they are mainly the lightplane fliers in the Army.

Assuming that these are basic-the ratios that were set up by the Career Compensation Act, which they are, and in consonance with the Hook Commission recommendation, in 1953, the so-called Strauss Commission made a comprehensive study of this area and came out with a recommendation to the effect that flying and submarine pay should bear a direct relationship to basic pay. The premise adopted was that each individual would weigh the value of his extra pay against the basic pay.

Thus, a man whose basic pay is $100 would volunteer for flight status for $50 a month, while a seasoned aviator making $400 a month and knowing the dangers and so on he had to face, would scarcely volunteer for the same $50.

Using this principal and selecting career points, the Career Compensation Act rates, which are these, were reduced to ratios of basic pay.

Now, the career points were picked out in this manner: For a major general, 26 years; for a brigadier general, 22; for a colonel, 16; lieutenant colonel, 14; major, 12; and so on down the list and so on down through the enlisted grades.

E-1 E-2 E-3 E-4 E-5 E-6 E-7 0-1 0-2 0-3 0-4

0-5 0-6

0-7

0-8

·ENLISTED

OFFICERS

Now, this is the Career Compensation Act. Now, will you give us the new proposed percentages at the career points?

You will note in this that the generals' percentages remain the same, that the colonels' reduced slightly, and we have a more or less descending scale from "O-1," the second lieutenant, through the colonel. These are not explainable, that is, the "O-7" and "O-8," by the same curve, because of the matters that were brought out in the Career Compensation Act.

You will note here the same type of descending curve on the new proposed percentages that was laid out on the enlisted from E-1 to E-7. This huge increase down here in part was brought because the crew member, E-1, received $37.50 under the Career Compensation Act, whereas the noncrew member flying pay was $50 for the same grade. This discrepancy has been corrected and they raised it basically to the $50 of the E-1. That is considered to have been a fallacy in the original recommendations.

Mr. BATES. Do you have those ratings in planes, E-1's?

Colonel CORBIN. Not very often. There are some. There is an increasing amount because of certain highly technical skills that we can get in basic recruits, particularly in the Air Force.

Mr. BATES. That would be rare, wouldn't it?

Colonel CORBIN. Very rare.

Mr. RIVERS. "O-4" is what?

Colonel CORBIN. "O-2" is first lieutenant, "O-1" is second lieutenant, "O-3" is captain, "O-4" is major, "O-5" is lieutenant colonel, "O-6" is colonel.

Mr. RIVERS. Your line goes down from 5 to 6?

Colonel CORBIN. Yes, sir.

Mr. RIVERS. That is at the top of the curve?

Colonel CORBIN. Yes.

Mr. RIVERS. What is the percentage right there between those two ranks?

Colonel CORBIN. For the lieutenant colonel under this proposal it is 40 percent, and for the colonel, it is 34 percent.

Mr. RIVERS. That is the first time it has taken a dip. In the other it was raised.

Mr. BATES. Those are percents.

Mr. RIVERS. I am talking about your green line, your blue line, your "O-5." There was a difference in the green line in the "O-6" originally.

Colonel CORBIN. Originally for the lieutenant colonel under the "CCA" was 37 percent, raised to 40 percent.

Mr. BLANDFORD. That was because that was a flat amount for each grade. You are taking a typical year's service into account in your red line. Isn't that correct?

Colonel CORBIN. That is right. I am going to show how that evolved to these tables.

Mr. BLANDFORD. Would you just give for the record a couple of examples of duty involving frequent and regular participation in aerial flights not as a crew member? Just who are those people?

Colonel CORBIN. Will you spell those out, Colonel Wells?

Colonel WELLS. A mechanic for example, who would go along to check a piece of equipment in the air, but who didn't do it on a career

basis, would be a noncrew member. There are several other categories, radar mechanic, for example.

Mr. BLANDFORD. How about the steward?

Colonel WELLS. The flight traffic specialist, I believe you referred to. Mr. BLANDFORD. You have stewards in "MATS." Are they drawing crew member's pay?

Colonel WELLS. Yes. Their duty requires that they participate in aerial flight on a more or less regular basis. If they are on this duty for a short period of time they would be classified as noncrew members and when ordered to other duty they cease to receive pay.

Mr. BLANDFORD. You have a small number of people who are drawing noncrew member flight pay?

Colonel WELLS. That is true.

Mr. WILSON. I want to get straight on these relationships, Mr. Chairman. On these new figures, you are relating the proposed incentive pay to the proposed base pay, or to the old base pay?

Colonel CORBIN. No. This change in percentages, sir, or rates or ratios, this is the rate under which the new flying pay, for example, will be computed in relation to the basic pay.

Mr. WILSON. To the new basic pay we are talking about?

Colonel CORBIN. Yes. These red lines show the recommended ratios. I might explain a little further why they evolved this way.

Following the Strauss Commission recommendation and in the original submission of this bill to the Bureau of the Budget, percentages were sent over. It came back with instructions to multiply them out and present the amounts and we arrived at the tables that you will see. Remembering these career points, and the percentages-let's have the chart-here it is on the overall chart.

(There is inserted a composite of the chart:)