There is enchantment in a uniform, especially one that marks the wearer as a person of rare skills, courage or achievement.

A paratrooper’s wings tell of a special breed of soldier. A submariner’s dolphin denotes the unusual sailor. A policeman’s blue symbolizes authority. A forest ranger’s raiment evokes wilderness lore. Even a doorman’s gaudy garb stirs vague thoughts of pomp and royalty.

I felt great in my Pan Am pilot’s uniform as I walked into La Guardia Airport. I obviously was commanding respect and esteem. Men looked at me admiringly or enviously. Pretty women and girls smiled at me. Airport policemen nodded courteously. Pilots and stewardesses smiled, spoke to me or lifted a hand in greeting as they passed. Every man, woman and child who noticed me seemed warm and friendly.

It was heady stuff and I loved it. In fact, I became instantly addicted. During the next five years the uniform was my alter ego. I used it in the same manner a junkie shoots up on heroin. Whenever I felt lonely, depressed, rejected or doubtful of my own worth, I’d dress up in my pilot’s uniform and seek out a crowd. The uniform bought me respect and dignity. Without it on, at times, I felt useless and dejected. With it on, during such times, I felt like I was wearing Fortunatus’ cap and walking in seven-league boots.

I milled with the crowd in La Guardia ’s lobby that morning, glorying in my make-believe status. I fully intended to bluff my way aboard a flight to a distant city and start operating my check swindles there, but I delayed implementing my decision. I was having too much fun luxuriating in the attention and deference I was receiving.

I became hungry. I stepped into one of the airport’s many coffee shops, dropped onto a stool at the counter and ordered a sandwich and milk. I was almost finished eating when a TWA co-pilot sat down on a stool eater-cornered from me. He looked at me and nodded. He ordered coffee and a roll, then regarded me with mild curiosity.

“What’s Pan Am doing here at La Guardia?” he asked casually. Apparently, Pan Am did not fly out of La Guardia.

“Oh, I just deadheaded in from Frisco on the first flight I could catch,” I replied. “I’ll catch a chopper to Kennedy.”

“What kind of equipment you on?” he asked, biting into his roll.

My brains turned to ice cubes. I nearly freaked out. Equipment? What did he mean, equipment? Engines? Cockpit instruments? What? I couldn’t recall having heard the word before in connection with commercial airlines. I frantically searched for an answer for it was obviously a normal question for him to ask. I mentally reread the reminiscences of the veteran Pan Am captain, a little book I’d really liked and which I’d virtually adopted as a manual. I couldn’t recall his ever using the word “equipment.”

It had to have some significance, however. The TWA airman was looking at me, awaiting my reply. “General Electric,” I said hopefully. It was definitely not the right answer. His eyes went frosty and a guarded look crossed his features. “Oh,” he said, the friendliness gone from his voice. He busied himself with his coffee and roll. ›

I gulped the rest of my milk and dropped three dollars on the counter, more than ample payment for my snack. I stood up and nodded to the TWA pilot. “So long,” I said, and headed for the door.

“Fruzhumtu,” he growled. I wasn’t sure of his exact words, but they sounded suspiciously like something I couldn’t actually do to myself.

Whatever, I knew I wasn’t sufficiently prepared to attempt a deadheading venture, despite all my prior work and research. It was evident that I needed a better command of airline terminology, among other things. As I was leaving the terminal, I noticed a TWA stewardess struggling with a heavy bag. “Can I help you?” I asked, reaching for the luggage.

She relinquished it readily. “Thanks,” she said with a grin. “That’s our crew bus just outside there.”

“Just get in?” I asked as we walked toward the bus.

She grimaced. “Yes, and I’m pooped. About half the people in our load were whiskey salesmen who’d been to a convention in Scotland, and you can imagine what that scene was like.”

I could, and laughed. “What kind of equipment are you on?” I asked on impulse.

“Seven-o-sevens, and I love ‘em,” she said as I heaved her suitcase aboard the bus. She paused at the bus door and stuck out her hand. “Thanks much, friend. I needed your muscles.”

“Glad I could help,” I said, and meant it. She was slim and elegant, with pixie features and auburn hair. Really attractive. Under other circumstances I would have pressed to know her better. I didn’t even ask her name. She was lovely, but she also knew everything there was to know about flying passengers from this place to that one, and a date with her might prove embarrassing.

Airline people manifestly loved to talk shop, and at the moment I obviously wasn’t ready to punch in at the factory. So equipment was an airplane, I mused, walking to my own bus. I felt a little stupid, but halfway back to Manhattan I burst out laughing as a thought came to mind. The TWA first officer was probably back in the pilot’s lounge by now, telling other TWA crewmen he’d just met a Pan Am jerk who flew washing machines.

I spent the next few days in the boneyard. In the past I’d found my best sources of information on airlines were airlines themselves, so I started calling the various carriers and pumping their people for information. I represented myself as a college student doing a paper on transportation, as an embryo book author or magazine writer, or as a cub reporter for one of the area’s dailies.

Generally I was referred to the airline’s public relations department. Airline PR people love to talk about their particular airline, I found. I quickly confirmed my suspicions that my aviation education was strictly elementary, but within a week I had zoomed through high school and was working on my bachelor’s degree.

The airline flacks, a lot of whom had been members of aircrews themselves, obligingly filled me in on a wealth of juicy facts and technical tidbits: the types of jets used by both American and foreign carriers, fuel capacities and speeds, altitudes, weight limits, passenger capacities, number of crewmen, weight limits and other such goodies.

I learned, for instance, that a large number of commercial airline pilots are drawn from the military. Those without an air force or naval aviation background had come up from small, bush-league airlines or were graduates of private flying schools such as Embry-Riddle, I was told.

Embry-Riddle Aeronautical University in Daytona Beach, Florida, is the most respected, and probably the largest, commercial flight-training school in the nation, I was informed. It’s the Notre Dame of the air. A kid out of high school, with no knowledge of aeronautics whatsoever, could enter ground school at Embry-Riddle and leave several years later able to fly any current jet liner.

“Those of our pilots who didn’t come to us from the air force or the navy came to us from Embry-Riddle,” said one airline flack pridefully.

I knew nothing about the military. I couldn’t tell a private from a vice admiral. So I awarded myself a scholarship to Embry-Riddle, graduated fantasy cum laude, and then gave myself a few years of mythical experience with Eastern Airlines.

As my knowledge of airlines and airline terminology broadened, my confidence returned. I opened a checking account in the name of Frank Williams, with a post-office box address, and when my order for two hundred personalized checks arrived general delivery, I tried cashing a few checks in my guise as an airline pilot.

It was like going on safari in the Bronx Zoo. Cashiers couldn’t get the money out of the tills fast enough. Most of them didn’t even ask for identification. I shoved my phony ID card and my ersatz pilot’s license in their faces anyway. I didn’t want my handiwork to go unnoticed. The first couple of checks I wrote were good. The others had all the value of bubble-gum wrappers.