But now as time passed without concrete action, both air-transport and aircraft production drifted into severe difficulties. Save for a curious chain of circumstances, it is unlikely that the aircraft industry could have survived the long wait for an air policy board. Following the resignation of Charles E. Wilson, the great president of General Electric, from the War Production Board where he had been a bulwark of strength, and the subsequent departure of Donald Nelson, Julius Krug became chairman. By that time reconversion had become a live subject and a young lawyer on Cap Krug’s staff, Mort Wilner by name, had become much exercised over the threatened extinction of the aircraft industry. While, under existing law, cessation of hostilities would automatically cancel all aircraft-production contracts, a provision in Section 102 of the Reconversion Act authorized the President to continue such contracts as could be shown to be clearly in the public interest. At Mort Wilner’s suggestion I took John E. P. Morgan, able manager of the association, and called on Cap Krug to suggest that he obtain in advance a list from the War and Navy Departments of such contracts as could be shown to be in that category, and hold it in readiness against an emergency. Thus it happened that when President Truman returned from Potsdam, Cap Krug gave John Snyder a letter for the President’s signature, which John Snyder carried to Norfolk with him. In this letter addressed to the Secretaries of War and Navy, the President directed that the specific contracts primarily connected with research and development be continued in effect. On this slender thread the aircraft industry subsisted until Congress could make appropriations for a temporary program. Meanwhile with both the aircraft manufacturers and the transport operators hanging on the ropes, a fortunate break occurred. Maj. Gen. Oliver P. Echols, United States Air Force, returned from duty with the military government in Germany and asked for retirement. Oliver had been to the Air Force Matériel Command what Admiral Moffett had been to BUAERO. Having lacked any interest in personal publicity, his name was not widely known, but his achievements had long been recognized by all those in a position to appreciate them. In a way he was reminiscent of the old aviation story about Charlie Lawrance, designer of Lindbergh’s Wright Whirlwind engine. When asked why he had received so little recognition, Charlie is reported to have asked, “Whoever heard of Paul Revere’s horse?” Now Oliver Echols had the qualities required of the president of the Aircraft Industries Association. He had the respect of the industry, the Air Force, and the Navy; he knew aviation; he was familiar with the routine of Washington; he had the respect of legislators; he was in sympathy with the principles of the association; and finally, because he had zeal for air power, he was willing to accept the appointment, though tired by arduous service.