7. Providing dependable surface transportation between Friendship and the major Washington hotels as a means of encouraging use of Friendship; 8. Transferring to Friendship all flights on which the first stop out of Washington is more than 1,500 miles away. 9. Operating out of Friendship all new flights where the origin or desination is Washington. These proposals were thoroughly considered at a conference on December 12, 1956, at which all carriers serving Washington were represented. In no instance did any of the proposals appear to the carriers to be a feasible means of meeting their traffic problems in serving Washington. Conferences have also been held with persons representing ground transportation facilities and with representatives of the Greater Baltimore Committee. These actions of the Board appear to have exhausted the Board's efforts to achieve the transfer of flights from Washington National Airport to Friendship on a voluntary basis. Therefore, the Board is now prepared to proceed with the formal investigation. Please be assured that the Board will process the Washington and Baltimore investigations as expeditiously as possible within the provisions of applicable procedural rules. Sincerely yours, CHAN GURNEY, Acting Chairman. Hon. SPESSARD L. HOLLAND, AIRCRAFT OWNERS & PILOTS ASSOCIATION, Chairman, Appropriations Subcommittee for the Department of Commerce and Related Agencies, United States Senate, Washington, D. C. MY DEAR SENATOR: It has come to our attention that members of your committee, studying the urgent need for more aircraft landing facilities in the Washington area, have suggested as an emergency measure the prohibiting of private and business aircraft landings on National Airport. We believe that such a restriction could not be supported by a member of the committee having adequate information about the nature of the general aviation traffic at the Washington terminal. If it will be at all helpful, we should like very much to be given an opportunity to discuss this aspect of the problem with your committee and expand on the following general information in as much detail as you wish. Today an increasing number of top echelon officials in commerce and industry use private and business aircraft to save time and conserve valuable human energy. About 6,000 corporations now operate more than 20,000 airplanes (not for hire). To bar such planes from using National Airport would be fantastic, because they carry a large percentage of the company officials who come to Washington to work out research, scientific, and production details in connection with civil and military contracts. The above suggested restriction would mean that many keymen in our national economy would be delayed in getting in and out of Washington, while airline deluxe and tourist schedules, frequently having little to do with the Nation's business. would be using valuable airport facilities, time, and space. A substantial number of airline schedules which stop at Washington provide through-tourist-type service, the importance of which should be evaluated before there is resort to any form of restrictions as a means of regulating terminal air traffic. The importance of military landings at National Airport should also be evaluated, in view of the fact that several military airports are in or near the Washington area. The tower count of aircraft operations in and out of Washington National Airport during fiscal 1956 is reported as follows by the Civil Aeronautics Administration: Classification : Air carrier_. Private and business.. Military-- Number of operations 199, 380 32, 411 9, 099 It is estimated that there are now about 88,000 certified civil aircraft in the United States, of which only 1,690 are owned by airlines. A recent estimate of active aircraft follows: Aviation facilities planners now realize that airline statistics alone do not tell the air-traffic story. For example: Most of the aviation facilities planning to date has been based on airline operation and passenger volume statistics made available in reports to the Civil Aeronautics Board. Statistics covering general aviation flight operations are available only at about 180 airports where CAA people make a monthly tower count report. No general aviation passenger figures are reported by any Government agency, regardless of the fact that general aviation passenger traffic now exceeds airline passenger traffic at most of the airports serving medium and small cities. Cordially, J. B. HARTRANFT, Jr., President. Hon. SPESSARD L. HOLLAND, NATIONAL BUSINESS AIRCRAFT ASSOCIATION, INC., Chairman, Appropriations Subcommittee for the MY DEAR SENATOR: As interested aviation industry observers at the subcommittee's hearings held Wednesday, January 16, the National Business Aircraft Association noted with dismay the suggestion that Washington National Airport be subjected to CAA regulation which would bar all aircraft except scheduled air carriers from the use of National Airport. The National Business Aircraft Association, as representative of more than 375 of the Nation's leading industrial corporations using their own aircraft as an integral part of their management's transportation, wishes to be placed on record as unalterably and unequivocally opposing such a suggested banning of businessowned aircraft from Washington National Airport. The phenomenal growth of the use of business-owned aircraft since 1946 is a matter of record. At present more than 19,000 single-engined and 3,000 multiengined aircraft are owned and operated by corporations and are actively engaged in business flying. This is to be compared with some 1,300 scheduled airline transports used daily in domestic service. Business flying in 1956 accounted for an estimated 4,730,000 hours of flying in comparison to an estimated 3,750,000 hours flown by the scheduled airlines. The mileages flown, the passengers carried, and the taxes paid to the Federal Government by business aviation exceed those of the scheduled airlines. The payment of corporate taxes into funds that provide for these airports by industry using business aircraft far exceeds those comparable taxes paid by the airline industry. At the moment the suggestion was made to CAA that only scheduled airlines should be permitted to use Washington National Airport there were 44 business aircraft visiting at Washington National Airport; the following day 43 more business aircraft made use of the airport's facilities; 233 passengers arrived on these 2 days. Enclosed is a detailed listing of the types of aircraft, their owners, and their departure points for those 2 days. It is a typical cross section of our vast American industry. To deny these businessmen the use of Washington National Airport is to place artificial obstacles in the path of the free flow of information, the vital liaison between Government and business, which has proven to be the lifeblood of our democratic form of government. The National Business Aircraft Association is always at the service of our distinguished Members of Congress to act as a source of information regarding the use of airports, airspace, or in other matters concerning the use of business aircraft by our country's industry. Cordially, JOSEPH B. BURNS, Executive Vice President. (See pp. 66 and 67 for List of Business Aircraft Landings referred to.) 87817-57-20 COMMITTEE PROCEDURE Senator HOLLAND. We are not closing the hearing. I believe we have heard all witnesses that have offered to testify, other than one who was listed the other day and did not appear, Joseph S. Young, and who has been listed today and has not appeared. I have no idea what Mr. Young's position was. I think we will close the hearing with reference to private testimony and confine the record from here. on to requests that the committee may or may not decide to make in the future. Thank you very much. (Whereupon, at 4: 30 p. m., Wednesday, January 23, 1957, the subcommittee recessed, to reconvene subject to the call of the Chair.) ADDITIONAL AIRPORT FACILITIES FOR WASHINGTON AREA WEDNESDAY, JANUARY 30, 1957 UNITED STATES SENATE, SUBCOMMITTEE OF THE COMMITTEE ON APPROPRIATIONS Washington, D. C. The subcommittee met at 2 p. m., pursuant to recess, in room F-39, the Capitol, Senator Spessard L. Holland (chairman of the subcommittee) presiding. Present: Senators Holland and Smith. ADDITIONAL AIRPORT FACILITIES COMMISSION TO STUDY THE FEASIBILITY AND ADVISABILITY OF ESTABLISHING AN AIRPORT AUTHORITY FOR THE STATE OF VIRGINIA STATEMENTS OF CHARLES R. FENWICK, CHAIRMAN; AND J. MAYNARD MAGRUDER, MEMBER CREATION OF COMMISSION Senator HOLLAND. The subcommittee will please come to order. We have invited the Honorable Charles R. Fenwick, State senator from Virginia and chairman of a commission to study the feasibility of establishing an airport authority for the State of Virginia, to appear and testify if he saw fit to do so. Is Senator Fenwick here? Mr. FENWICK. I am here, sir. Senator HOLLAND. How are you, sir. We are glad to see you. Mr. FENWICK. Senator, on behalf of the Virginia Commission and Mr. Magruder, I want to express our appreciation for your courtesy in inviting us to appear. This is my colleague Mr. Magruder, who is also a member of the commission and a former member of the general assembly of Virginia. We are sorry that we could not be present when you invited us on last Thursday, but we availed ourselves of the first opportunity. Senator HOLLAND. All right, sir, you may proceed, Senator. STATE SENATE RESOLUTION Mr. FENWICK. At the outset I would like to file with the subcommittee, Senator Holland, a copy of senate joint resolution No. 21 of the State senate of Virginia which created this commission and |