PAGE TWO
THE PIEDMONITOR
MARCH, 1967
rHEPiEomoniTOff
Piedmont Aviation, Inc.
Smith Reynolds Airport
Winston-Salem, N. C.
Betsy Allen, Editor
\
n* Ajt nAHspoar AuociAnoM
Tips For Stagecoach Travelers
The best seat inside a stage is the one next to the driver.
Even if you have a tendency to seasickness when riding back
wards, . . . you’ll get over it and will get less jolts and jostling.
Don’t let any “sly elf” trade you his mid-seat.
In cold weather don’t ride with tight-fitting boots, shoes
or gloves. When the driver asks you to get off and walk, do
so without grumbling ... he won’t request it unless absolutely
necessary. If the team runs away, sit still and take your
chances. If you jump, nine out of ten times you will get hurt.
In very cold weather abstain entirely from liquor when on
the road; because you will freeze twice as quickly when under
its influence.
Don’t growl at the food received at the station; stage com
panies generally provide the best they can get.
Don’t keep the stage waiting.
Don’t smoke a strong pipe inside the coach.
Spit on the leeward side.
If you have anything to drink in a bottle pass it round.
Procure your stimulants before starting, as “ranch”
(stage depot) whiskey is not “nectar.”
Don’t swear or lop over neighbours when sleeping..
Take small change to pay expenses.
Never shoot on the road as the noise might frighten the
horses.
Don’t discuss politics or religion.
Don’t point out where murders have been committed,
especially if there are women passengers.
Don’t lag at the wash basin.
Don’t grease your hair, because travel is dusty.
Don’t imagine for a moment that you are going on a
picnic.
Expect annoyances, discomfort and some hardship.
Connoisseur Service circa 1877?
—from Air Canada’s Between Ourselves
Congrats
15 YEARS
Leroy Burton, Jr.—Inventory Control
Accountant, INT
Jesse Daniel Hall—Sr. Specialists,
INT-FB
Henrv Sylvester Norman—Mechanic,
INT
Kenneth Charles Whapham—^Assis-tant
Engineer, INT
Rex Elwood Bradley—Lead Mech., INT
10 YEARS
Nancy Mabe—Jr. Secretary, INT
Richard A. Treadway—Fit. Attendant,
ROA
Raymond C. Baskin. Jr.—Fit. Dis
patcher, INT
Mary F. Fairchild—Secretary, INT
5 YEARS
Gene E. Clay—Agent-Ops, LYH
Mary Ann Bennett—Communicationist,
INT
Roy L. Roberts—Agent-Ops, PKB
Malcolm E. Smith—Agent-Ops, ROA
Frank C. Carroll—Agent-Ops, ROA
Janice Kinney—Jr. Secretary, INT
Truth In An Old Fable
This is one of those old tales that is forever young because
it contains a universal truth. Before tractors were dreamed
about, a donkey and an ox shared a farmer’s stable. The
donkey had little to do, but the ox was hitched to the plow
or farm wagon and worked very hard every day. Even so,
the ox was satisfied. He was fed well and given excellent care.
The donkey should have been satisfied, too, but being a
donkey, he wasn’t. He thought it would be more fun to have
the ox in the pasture as a playmate. So he began to stir up
dissatisfaction in the latter’s heart.
“You are a fool to work so hard,” the donkey advised.
“Pretend you are sick, and the master won’t make you work.”
The ox thought the idea good.
The next morning the master found the ox apparently
sick. Promptly he hitched up the donkey and drove him out
to work. The donkey was dumbfounded. He had not expected
this to happen. When night came, he stumbled into the stable
wearily and urged the ox to go back to work again.
The ox shook his head. “No, you keep on working a while.
I’m entitled to a long, long rest.”
Two days later the donkey dragged himself into the stable
and bade goodbye to the ox.
“Where are you going?” the ox asked curiously. “I am
not going anywhere,” the donkey answeerd, “but I heard the
master tell his neighbor today that you would be going to the
butcher’s if you were not well by morning.”
The next morning, the ox, bellowing and prancing like a
young calf, met his astonished master at the stable door and
tried to thrust his head into the yoke.
MORAL: IDLERS GET THEMSELVES INTO TROUBLE
WHEN THEY ADVISE WORKERS, AND WORKERS GET
THEMSELVES INTO TROUBLE WHEN THEY LISTEN TO
THE ADVICE OP IDLERS.
TUAT
ERR.OU,... IT'S JUST
MRP
P
* WCP ID WttX »• cc •«
Around The
System
NEW EMPLOYEES
R. G. Brooks—Agent-Ops, BWN
J. Y. Conley—Cleaner, ROA
J. H. Cook(^Agent-Ops, FAY
R. D. Cowan—Stewardess, DCA
G. J. Dempsey—Stewardess, INT
P. L. Finkner—Stewardess, INT
R. E. Hogan—Helper, INT-FB
S. K. Hudson—Stewardess, INT
J. A. Jackson—Agent-Ops, FAY
R. G. Johnson—Stewardess, INT
M. H. Marsinko—Stewardess, ROA
J. L, Pillow—Stewardess, TYS
C. T. Roseboro—Janitor, INT-FB
A. M. Spear—Stewardess, ORF
T. W. Aiken—Ramp Agent, ROA
H. G. Athan—Jr. Spec., INT
W. J. Bankhead—Cleaner, INT
J. T. Cox, Jr.—Jr. Mech., INT
A. R. Hall—Utility Serviceman, INT
J. L. Ingram—Jr. Mech., INT
T. D. Nichols—Jr. Spec,, INT
P. G. Peacock—Sr Draftsman, INT
R. L. Swing—Sr. Draftsman, INT
L. H. Collins—Utility Ser., INT
J. H. Longworth—Jr. Mech., INT
R. E. Parrish—Jr. Mech., INT
J. F. Patton—Jr. Mech., INT
P. H. Aiken, Jr.—Agent-Ops., TRI
R. L. Ayers—Agent-Ops, GSP
1’. A. Baker—Agent-Ops, CLT
J. D. Bannan—Agent-Ops, DCA
J. E. Blanchard—Agent-Ops, PAT
J. E. Breeden—Agent-Ops, CRW
E. E. Bridewell—Agent-Ops, CVG
P. M. Byrd—Agent-Res, FAY
S. A. Coign—Agent-Res., DIA
G. K. Everett—Part Time Cleaner, TYS
V. R. Everett—P/T Cleaner, TYS
S. I. Grady—Agent-Res, ISO
D. W. Hall—Agent-Ops, ROA
J. L. Harrell—Agent-Ops, ATL
J. A. Hart, Jr.—Jr. Radio Tech., INT-M
R. E. Hart—Agent-Ops, TRI
D. A. Hucks—Agent-Ops, CAE
R. P. Hughes—Agent-Ops, LYH
C. B. Ledford—Agent-Ops, AVL
R. M. McCulloch—Agent-Res, AVL
M. T. Medeiros—Agent-Res, ATL
D. F. Naylor—Agent-Ops, ISO
G. A. Nelson—Line Serviceman, INT-FB
G. Pelipesky, Jr.—Agent-Ops, DCA
H. D. Rinehardt—Work Controller, INT
L. H. Roberts—Agent-Ops, ATL
C. R. Sayre—Agent-Ops, BKW
Romana Siemens—Agent-Res, CVG-C
P. L. Swing, Jr.—Agent-Ops. HKY
C. H. Travis—Agent-Res, CLT
D. W. Tuell—Agent-Ops, ROA
J. C. Watkins—Agent-Ops, LOZ
R. S. Webb—Cleaner, DCA
J. E. Whitlock—Agent-Res, DCA
PROMOTIONS
B. L. Harper—promoted to Chief Agent
and transferred to GSP
R. W. Tucker—promoted to Chief Agent
and transferred to EWN
D. T. Ray—INT, to Sr. Specialist
L. G. Bennett—INT, to Sr. Spec.
H. D. Brannock—INT, to Mech. Spec.
S. B. Caldwell—INT, to Sr. Spec.
C. Colter—INT, to Jr. Mechanic
T. F. Finney—to Station Manager at
GSP
L. E. Puda—LYH. to Lead Agent
S. B. Boykin—to Lead Agent-Res, PAT
J. H. Hughes—to Chief Agent, SDF
TRANSFERS
11. E. Williams—TRI to GSP
S. E. Lentz—INT to ORF
K. D. Seymour—GRP to RGA
J. M. Bruce—CLT to GSP
E. O. Carr—DCA to GSP
S. Day—LOZ to GSP
R. K. Grimmett—DIA to BKW
Story of HSP
by 8. li. Perry
Once upon a time there was a mountain. It was an unfinished
mountain. The Lord was working on the sides of it in the late
afternoon of the sixth day, and realizing that He had to rest on the
Seventh Day, He decided to leave the top for the following week.
The following week Adam and Eve found out about the apple,
and the good Lord became so involved with the humans He laad
made, that He forgot to finish that mountain top. And so it re
mained.
In 1929, Juan Tripp, chairman of the Board of PAA, and Dave
Ingalls decided that the top of that mountain should be used for
something. Since a depression was about to get underway, what
could be better than an airport? So with a farm-house terminal
and a grass runway, Ingalls Field was ready to receive planes in
1930. And so it remained.
In 1960, the Cites of Clifton Forge and Covington, and the
counties of Alleghany and Bath (included Hot Springs) were look
ing for a site for an airport. A lot of looking went on in the
valleys; but that big unfinished mountain and some of his smaller
cousins kept getting in the way. By September the mountain had
won; construction began on a 5,000 x 100 feet asphalt runway.
The new facilities were completed a year later.
Piedmont began service into Ingalls Field April 24, 1964. In
September of that year a 600 foot extension was completed, bring
ing the runway to its present 5,600 feet. This past winter a Visual
Approach Slope Indicator light system was installed. This sum
mer a localizer is scheduled to be installed. Additional ramp area,
another taxiway and turnaround area's at each end of the runway
are to be constructed. Eventually a paved crosswind runway will
be built. Someday Ingalls Field may even get navigable access
roads.
The humans who detracted the Lord from completing His
work seem to be trying to do it for Him. Although it seems it would
have turned out far better had they allowed Him to finish.
VFR
with
Turby
I would like to take this opportunity to thank and congratu
late everyone who had a hand in getting the 727 “on the road,”
particularly Jack Tadlock and his crews who have checked out
on this equipment. I have made several trips on 727’s of other
carriers, but Ed Clement, Bob Evans and J. C. Sifford did one
of the smoothest jobs of flying the publicity flight March 4th
that I have ever had the pleasure of experiencing. We picked up
city officials, prominent businessmen and the news media people
at INT and AVL and flew them over ATL and on down to Talla
hassee, Florida without landing and back.
We had emergency evacuation exercises on the Boeing-727
(as required by the FAA) on March 6. One of the requirements
was to have a cross-section of ages (male and female) from in
fants to old participants for these exercises. They had a hard time
finding the old ones so yours truly was called on to go down
the slide. Two evacuations were conducted, one in daylight and
one at night. In daylight, 92 people unloaded in one minute and
twenty-two seconds. At night, I am told, we broke all existing
records with one minute and nine seconds. We would have done
it in about one minute, but old slow T. L. Martin and Wilma
Cook got in my way and slowed things up.
* * *
Pity your boss. The poor guy has to get up early to see who
comes in late.
* * *
A fellow was consulting a doctor because he was not feeling well.
“Do you smoke excessively?” asked the doctor.
“No.”
“Drink a lot?”
“No.”
“Keep late hours?”
“Nope.”
The doctor shook his head and asked, “How can I cure you if
you have nothing to give up?”