North Carolina Newspapers

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MARCH, 1965
16 New Pilots
Join Piedmont
In conjunction with a general
program of increased service be
gun with the purchase of two
new Martin 404 aircraft last
month and effective with the
April 25 schedule change, Pied
mont Airlines has hired 16 new
co-pilots who began training
March 15. A 17th pilot has been
hired as a replacement.
The increased service will
mean an additional 2500 sched
uled flight miles per day for the
airline. In general, the new
schedule will have the effect of
adding additional morning
flights from Roanoke to Wash
ington, Atlanta to Roanoke, and
Washington to Atlanta with in
termediate stops for each flight.
Round trip service between Cin
cinnati and New Bern with in
termediate stops in Charleston,
Roanoke, Raleigh-Durham, and
Kinston will also be added.
The new pilots are Harry
Wood Bradshaw, formerly a pi
lot with the Virginia Iron and
Coal Co. in Roanoke; James Gay
Brockenbrough, a former pilot
for S. E. Airmotive in Charlotte;
James Gordon Campbell, form
er charter pilot with Midlands
Aviation in Columbia, S. C.; Ron
ald Allyn Polk, former charter
piloi with H and H Aviation in
Columbia; Dabney Boyd Holt,
pilot with Piedmont Aviation,
Norfolk fixed base; Douglas
Frank Johnson, formerly a pilot
with Fulton Air Service in At
lanta; John Howard Jones, form
er pilot for Holiday Aviation in
Lynchburg; Robert L. Mason,
former Atlantair pilot in Atlan
ta; Jack Aaron Nemeroff, form
erly a pilot with Piedmont’s
fixed base division in Winston-
Salem; Eugene Whitlock Park
er, former flight instructor for
the Air National Guard in Char
lotte; Raymond Bailey Parker,
former Piedmont station agent
in Wilmington; Gary Gene Per
ry, former policeman in Oak-
ridge, Tenn., and flight instruc
tor for the Tennessee National
Guard; Gary Alton Willetts,
former Piedmont flight atten
dant based in Wilmington; Don
ald Ray Wood, former pilot for
the Sky Ranch Airport in Knox
ville; Joseph Augustus Polhill,
former U. S. Navy pilot in Lin-
colntown, N. C.; Henry Thomas
Young, former aircraft mechanic
with the Marine Corps stationed
at Cherry Point, N. C.; and Jef
frey Ross Michael, former chief
flight instructor with Piedmont’s
fixed base division in Winston-
Accompanying the hiring of
the 16 pilots will be eight pro^
motions to Captain which will
be decided upon at a later date.
Modern F-27 prop-jets and 404 Pace
makers provide frequent schedxiled
service direct to cities in nine states
and the District of Columbia, assur
ing reliable flight service to many of
the United States’ most important
military installations.
Piedmont’s Military Standby Plan
offers big savings to military j)er-
soimel traveling in uniform. Fly for
less than one-half the regular one
way fare when you travel on a
standby basis... no reservations...
and submit a copy of your furlough
or leave papers
when you ^
purchase yotur
To the captain belongs the thrill of flying — and the awesome respon
sibility of some 40 passengers.
What Is A Pilot?
Judy Hurlburt, Piedmont stewardess based in INT, invites military per
sonnel to "Come fly with us." This advertisement will appear in 1965
military publications.
He is always pictured as a
rugged individual, silent, confi
dent, and assured. He is trusted
by old ladies, idealized by young
boys, idolized by young girls,
and revered by his peer group.
It seems as though he had been
born at the controls of an air
plane — the commercial airline
Contrary to the theory that
pilots were “born flying” how
ever, the day when a man first
walks down an aisle between
his admiring passengers comes
only after months and years of
hard work. According to a re
cent ATA pamphlet, it takes
seven years, or as long as pro
fessional medical training, to
qualify as a captain.
Many of Piedmont’s pilots first
worked with the company as
agents or flight attendants,
using their off hours to prepare
for careers as pilots. How do
they do it? Usually 2 or 3 will
share the initial cost and subse
quent upkeep for a small plane
on which to begin learning. The
first step is to obtain a private
pilot’s license which requires 35
hours of flying time and the
successful completion of a writ
ten exam and a practical flight
The commercial pilot’s license,
along with an instrument rating,
is the next step. Commercial
pilot requirements are much
stiffer and necessitate a great
deal more time than the private
pilot’s license. After completion
of 200 hours flying time, a com
prehensive written exam on
such subjects as navigation and
meteorology must be passed.
The fhght check includes such
manuevers as chandelles—180°
turns climbing at maximum per
formance—Lazy 8’s, and cross-
wind landings. The pilot must
be able to land within 200 feet
of a given spot on the runway.
He must also prepare to execute
simulated emergency landings
due to engine failure or fuel ex
The instrument rating, though
requiring only about 10 hours
flying time is one of the most
difficult requirements to meet.
Besides innumerable i n s t r u-
ments which require frequent
watching in flight, the F-27, for
instance has approximately 24
instruments that require al
most constant attention. It takes
four instruments just to guide
the pilot in keeping the plane
right side up!
The applicant for an instru
ment rating must fly the plane
“blind” with the windshields
blacked out by a hood, making
approaches and orientations on
purely instrument readings. In
addition, the applicant must
pass a fairly technical test on
Civil Aeronautics Regulations,
instrument flight rules, basic
mechanics of the instruments,
familiarization with radio equip
ment and limitations of instru
ment flying.
When a pilot has completed
1,000 hours flying time, and
holds his commercial license, in
strument rating, and third class
radio telephone license, then and
only then can he be considered
for a co-pilot position with Pied
mont. If he is accepted, he then
must complete a basic indoctri
nation which includes a review
of the CAR’s, a familiarization
with company policies and a 2
week course in familiarization
and transition into the Martin
404 aircraft. If he may be based
in Atlanta, Washington, or Win
ston-Salem, he also must com
plete two weeks of ground
school and six hours of flight
training on the F-27 aircraft.
(Continued on Page Six)
UAL Signs
The pass bureau has announc
ed a new interline agreement
between Piedmont Airlines and
United Airlines. This is the first
time that employees have been
offered free and reduced rate
pleasure travel over United’s
18,000 mile system.
United serves more than 115
U. S. cities on routes which span
the continent, extend the length
of the Pacific Coast and reach
the Great Lakes to Florida as
well as from California to Ha
The United-Piedmont agree
ment provides two types of trav
el benefits:
Passes — Full-time Piedmont
employees with at least one year
seniority, their spouses and de
pendent children under 21 are
eligible for one space available
pleasure pass on United annual
ly. This is good for one round
trip to and from any mainland
city served by United, with a
stopover privileges enroute.
Pleasure passes are not valid
between California and Hawaii.
Reduced fare — Full-time em
ployees with six months or more
seniority, their spouses and de
pendent children under 21 are
eligible for unlimited 50 per
cent discount positive space
transportation, including Cali-
Both pass and reduced fare
travel are applicable on all UAL
flights and all classes of service
except “The Executive” (men
only) between New York and
Pass travel is subject to a
small “zone service charge.”
Under this plan, United’s sys
tem is divided into nine zones.
Charges for a given trip are de
termined by a special Service
Charge Table, based on certi
fied UAL routes, not timetable
Requests for either pass or
half-fare travel on United should
be made to the PI pass bureau
in Winston-Salem, which has
full details covering service
charges and ticketing.
9:00 To 9:15 AM.
I've dusted my desk and I've
wound up my watch.
I've tightened (then loosened)
my belt by a notch.
I've polished my glasses, re
moved a small speck.
I've looked at my check stubs
to check on a check.
I've searched for my tweezers
and pulled out a hair.
I've opened a window to let in
some air.
I've straightened a picture. I've
swatted a fly.
I've shifted the tie clip that clips
down my tie.
I've sharpened each pencil till
sharp as a dirk . . .
I've run out of reasons for not
starting work.
—Richard Armour
from "We the
People" (N.C.)
January, 1965

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