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flight preparation time prior to departure and 20 minutes additional to complete the flight after the airplane reaches the ramp, we will now have eight hours of work. Now, let us apply that to the DC-3 airplane and see how it works. If the pilot arrives for work one hour before departure and then goes out on a flight on schedule and everything operates in a routine manner, he will have completed eight hours of work at the end of a thousand miles of flight; however, if the total time runs to more than eight hours, you will then have gone into a second unit of work. By the same token, if the flight is under one thousand miles and the total time to operate (taking into consideration all of the components of this "unit of work") runs more than eight hours, the pilot will have gotten into his second unit of work for that flight. A "unit" can be divided into eight parts and a man's pay would be predicated on how many parts of work he has completed. In this manner a man would have completed either a fraction of a unit or one and a fraction units of work on a given flight. It is also possible for the flight to be delayed before departure and his on-duty time would then be considered as part of a unit of work. For the DC-3 airplane, 13 work units will equal one month's work. With an airplane flying 200 miles an hour a unit of work would probably be composed of one hour pre-flight time, five hours flight time plus 20 minutes to wind up the said flight on arrival at the ramp, making a total of six hours and 20 minutes to complete a unit of work. For an airplane cruising at 250 miles per hour, it would take a man one hour of pre-flight time, four hours flight time, plus 20 minutes to wind up the said flight on arrival at the ramp, making a total of five hours to complete a unit of work. In both these last two examples it will be observed that a thousand miles was flown in less than 8 hours; however, they are still considered