whose post-war business will satisfy a hungry consumer's marketwhose employment rolls will be increased rather than depleted, comes the post-war period. Many employers know what their needs will be, and certainly may have a place for the worker who has so ably supplied our armed forces with the material of war. Our employees know what our problem is-they know their post-war employment with our company is problematical. They are worried. Some are looking now for that post-war job, and the war job is not yet completed. To know that their company and their Government is not only interested in their plight, but is studying the problem of their post-war employment, and doing it now, would strike a most definite response in the form of continued high war production.

We are of the opinion that Government, through such agencies as the War Manpower Commission, the United States Employment Service, and the Veterans' Administration, can do much toward this end.

Just last week the regional director for the War Manpower Commission in the New York area agreed to give our negotiated transfer plan a thorough trial. We are forwarding 50 individual employment records of men whom we originally hired in the New York area for work in our California plants. These employment records are to be submitted to employers in upper New York by area directors of the War Manpower Commission. This trial is strictly an experiment. A pilot plan that, if it works, may well become a part of a procedure designed to minimize the war workers' replacement problem. Thank you, sir.

Senator MURRAY. I had a number of questions here that I intended to ask you, Mr. Storment, but I believe you have covered the subject so fully in your statement that I do not see any necessity to present any questions to you whatsoever. I know that the relationships between the workers and the management in your plant have been very satisfactory.

Mr. STORMENT. That is true, sir.

Senator MURRAY. How do you account for that? Has the management been friendly and sympathetic to the workers and has met them half way in all their problems?

Mr. STORMENT. I believe that is true, Senator; the management has been fair in all of their dealings. I think we can trace back their ability to be fair to the fact that during our entire hiring program, they were hired on a very carefully selected basis. We tried to get the type of employee who would live up to what we felt was the Lockheed spirit, and we maintained it through our industrial and personal relations with the employees.

Senator MURRAY. It is very gratifying to hear that, especially in a large plant where there are so many thousands of employees, there have been such friendly relations established which worked out so satisfactorily. I am sure your statement is going to be very helpful to us in considering the problems we have on hand, and we are very glad to have had you here this morning.

Mr. STORMENT. Thank you, sir.

Senator MURRAY. Congressman Randolph, of West Virginia, is here this morning and wishes to make a statement at this time. Congressman Randolph.

STATEMENT OF HON. JENNINGS RANDOLPH, A REPRESENTATIVE IN CONGRESS FROM WEST VIRGINIA

Mr. RANDOLPH. Senator Murray and members of the committee. Recalling the testimony of the witness who just left the stand, I should like to have the privilege of saying for the record that during August of 1943, on my own individual responsibility, but thinking especially of my membership upon the House Labor Committee, I visited many aircraft plants throughout this country and especially those located on the west coast. I recall spending a considerable amount of time in the Lockheed Vega plants near Los Angeles, Calif. I studied there the utilization of the manpower and woman power of this country which had been brought into that concentrated area of wartime aircraft production from many sections of this nation. Many were individuals who had been previously without experience in the field of mechanics but had come, a large number of them at least, from the farms of America, from the rural sections and from jobs which they held in commescial and business establishments.

I continued the interest by attempting to get a close-up of what was happening during the impact of war upon our economy in the production of aircraft. More particularly I was thinking in terms of what could and would happen in the United States when we began to level off from our production of the heavier aircraft which are spearheading the attack of America and the Allied nations toward a certain victory. For that reason I am genuinely appreciative of the opportunity which you have given me to present brief comment during these hearings which I am sure will lay down a foundation or pattern upon which the Senate and House can attempt more properly to meet this problem which comes very near to us.

Mr. Chairman, as I understand it, the winning of this war is going to involve more than just the mere defeat of those relentless and ruthless and still well equipped foes we fight. What we are doing now in the actual prosecution of the war will be largely lost if this Republic fails in the post-war period. Any nation in the world must be kept from attempting to do in the future what Germany and the Axis powers have done in this conflict.

Now, we have had the impact of war, and I have spoken of that in connection with these aircraft workers. I think, however, we are going to have a greater problem from the standpoint of American productivity under the impact of peace. I feel that if the nation is unprepared we might have a disaster which might affect the ultimate welfare of the economy of this country, and of course it would drastically affect America from the standpoint of keeping on a stabilized economy during the immediate years after the war.

Our war will not be won on the day when some gallant American doughboy throws a leg over Hirohito's throne. Nor will we win it on the inevitable day of unconditional surrender of the Axis, not even when the last cringing criminal has been tried and punished. Victory will be ours only when we have achieved the objectives for which we are battling; when the giant factories now producing munitions of war, including aircraft, are humming with peaceful production; when our returning soldiers have been demobilized and given good employment on our farms and in our factories; when there is a job for each man who

desires to work; and the dignity and liberty of every person are secure.

The most critical period confronting us today is the period of transition from total war to the paths of peace. It is imperative, therefore, as a vitally important part of our war effort, that we consider today the post-war world which is waiting for us in the tremendous future, and that we be ready for the final battle of civilization, the battle which will begin in earnest on the day bombs cease to drop.

So I believe we must plan in time of war, just as your committee is doing, for the peace which is to follow. In planning for our post-war period of domestic life in the United States, certainly we have at least two important problems which are vitally connected. We must plan, before it is too late, for a conversion of our industrial structure that has been almost wholly war production, into a sound and wholesome, thriving and expanding commercial production. At the same time, as far as possible, we must retain the essentials of this industrial structure, thinking essentially of aircraft production. We can do it efficiently and, if necessary, quickly, as we did in the past when we shifted from peacetime to war production. I think if there is any single factor which has made itself known to America and the world in this conflict, and the factor that checked the Axis powers, it was that America had the ability to turn from a peacetime production and to propel it rapidly and on a large scale into the purposes of war.

Mr. Chairman, I would like, if I may, to place in the record a quote from a speech I made November 12, 1943, on this subject when I had the opportunity of speaking at the National Clinic of Domestic Aviation Planning in Oklahoma City. It is as follows:

The Government of the United States certainly has the over-all responsibility to bring about a readjustment of wartime contracts. Cooperation is needed between the Army and Navy and private industry, and I believe a proper check should be exercised by Congress.

We have in effect all over this country an emergency from the standpoint of the construction of the buildings that house these great industries. I don't believe you can expect the aircraft manufacturers or private business to take at cost these expensive structures which had to be built, sometimes at a waste, because, of necessity, they had to be built at once. Industry today should be given a reasonable cost basis for the continuance of these factories after war has ended.

There are at least 2,000,000 employees now in the aircraft manufacturing industries of America, and 1,500,000 might lose their jobs immediately at the conclusion of the war, especially the end of the war in Europe. Loss of these jobs could be rapid and a fearsome result might come to America at the war's end. I think, however, we can go through a period of leveling off and readjustment and at least 500,000 to 750,000 workers can be kept in the aircraft industry after the war. They might work part time in many activities other than actually be employed in an aircraft plant. They could be used in agriculture. Now, I realize that there are many individuals who believe that it is not practical to have employees work part time in a factory and part time in the production of the products from the soil. Mr. Chairman, I believe part time work is sound. I believe, on a small scale, it has been found feasible and I believe in the post-war period of America many aircraft factories, particularly those on the west coast, could utilize tens of thousands of individuals who would work part time on small farms, and even on larger agricultural projects, and at the same time be employed for a certain number of hours or a certain number of days a week in the production of aircraft.

Senator MURRAY. Has Mr. Ford suggested such a program as that at some time?

Mr. RANDOLPH. I believe he has, sir. I am not just sure who has suggested it or what has actually been done, but I know that there are reasons, from my own observation, to believe that after the war we will have in this country men and women who could work on the soil, and till the land and who would also find time to supplement their income by working in factories. There is no reason why the aircraft industry can not do this on a large scale.

I believe also that a second possibility for the aircraft worker today, who will probably be displaced in a large measure, is for that individual to continue, as I have said, in part time employment of other types.

I believe also we can balance heavier plane production with lighter aircraft output. There are individuals who believe that that can not be done possibly in some plants, but I believe there are men who are making a study and a thorough research who believe that the plant can combine the heavier aircraft which will be used in wartime or in air transport activity and the smaller plane for private business and pleasure in this country-the family-use aircraft.

After World War I, we became a nation on wheels and our economy was built around the automobile. I believe in view of the fact of what happens in this war, instead of an era on wheels, America will become a nation on wings. I believe that the approximately 24,000 privatelyowned and operated aircraft that we had in this country as of Pearl Harbor day in 1941 will be increased, certainly within a reasonable period of readjustment after the war, to upward of 400,000 to 500,000 privately owned and operated aircraft. Oliver Parks, far-visioned head of Parks Air College, St. Louis, Mo., believes approximately 140,000 permanent aircraft manufacturing jobs could be maintained through the construction and operation of 6,000 air parks. These facilities would be essentially for the private flier. We do know that more than 200,000 persons have indicated that they desire, at the close of the war, to purchase small planes for private use. Mr. Parks believes that there may be 5 million private planes built and sold by 1960. It is on this basis that he estimates the 140,000 permanent jobs in manufacturing the personal plane.

There is a responsibility of America to keep its aircraft industry after the war is concluded. I believe it will be absolutely tragic to America and disastrous, for that matter, to the world if this Nation does not continue in the post-war period to build a continuing air power, to be utilized certainly for the purpose of peace but possibly for the purpose of war.

I feel that the 28,000 high schools of the United States will fail in doing a complete educational job if they do not include in their curricula pre-flight courses, such as, navigation, theory of flight, servicing of aircraft, meteorology and many other subjects. If these 28,000 high schools of America can, not a part of them, have these pre-flight courses as a part of their regular studies, the educational system of America will be more valuable, not only to the boys and girls who will absorb that which they study, but to the nation in any emergency in which it might find itself in future years.

So we have a potential of millions of young men, the youth of America, who are going to begin to think, and they should think, in terms of the utility of aircraft in the future of this country.

I also believe that any administration, whether it is Republican or Democratic, should subsidize and that word may be unpopular today-should subsidize in the future actual flight training of boys and possibly girls of the ages of 16 and 17 in the United States.

Now, someone may say, "Well, those boys and those girls can pay for their own flight training." It cannot be done, and the discriminating taxpayers of America, regardless of whether they are the Democrats or Republicans who are in power in the next few years, cannot better spend tax money than for a part of it to be used to subsidize actual pilot training of the youth of this land. Those youth are in the age brackets where they do not have the money to take flight training and pay for it themselves. In their twenties, of course, after they are employed they might have the money but those of 16 and 17 years of age, take most readily to pilot training. This has been shown by a study of the pilot training program which was adopted as a civilian measure in 1939 but which certainly gave a backlog of at least 100,000 pilots who have gone into the channels of Army and Navy aviation.

I believe in a program for approximately 120,000 youth in the age bracket of 16 and 17 to be trained through aid from the Federal Government each 12 months, at least for a period of 5 years after the war has been concluded. In other words, we could train approximately 600,000 boys and possibly girls in this age bracket in that 5-year period.

In conclusion, I believe also that the Congress of the United States, in preparing for the post-war period, when the aircraft and the airtransport industry will be increased, that the Congress should consider that this Federal Government can and must assist the political subdivisions of the community, the county or the State, in the construction of airports in this country. People say, "Well, now, when this war is over the Federal Government should not spend funds upon any activity of this type." I remind you that the Federal aid highway bill which, each 2 years, comes before the Senate and House for passage, gave to America a system of roads throughout this nation prior to the war which were the envy of the world. Under wartime stress, when repairs could not be made, with the heavy equipment which has been hauling the materials to the fighting fronts, by and large that highway system has stood the test. In other words, it was built soundly and it has been used effectively. We found that America in war had to depend upon this building program which was constructed in peacetime.

For a period of 5 years after the conclusion of this war, America, through Federal aid, matching 50-50 with the State or other political subdivision, should lay down a pattern of between 12,000 and 15,000 airports in this country. These airports do not have to have in all instances hard surface runways, but can be built at a few thousand dollars' cost, especially in the smaller communities where the turf will make it possible for the landing of light aircraft, and in some instances the heavier aircraft. I believe this Nation can profitably spend $100,000,000 every year of Federal funds, matched, of course, by State or local funds, and an expenditure of at least $2,000,000,000 of airport construction should come about in this country in 10 years after the war. Tremendous growth will come in private flying, I repeat, and air-transport lines will have a great upsurge.