Open Forum for Sharing Your Stories Relating to Piedmont Airlines http://www.jetpiedmont.com/Phorum5/list.php?2 Sat, 21 Nov 2009 14:13:49 -0500 Phorum 5.2.10 http://www.jetpiedmont.com/Phorum5/read.php?2,1549,1549#msg-1549 http://www.jetpiedmont.com/Phorum5/read.php?2,1549,1549#msg-1549


Any discussion of the recent tragedy of Air France flight 447 brings a somber feeling to all, especially Aviation personnel. As was sadly reported, on June 1st the Airbus 330, en route from Brazil to Paris crashed into the Atlantic…killing all aboard. However, there is a PIEDMONT connection to the event. During the apparent breakup of the Aircraft, messages were sent automatically to ground stations in the final moments of that doomed flight. As the media has reported the messages were sent by a system with the acronym ACARS. ACARS stands for Automatic Communication and Reporting System.”

THE PIEDMONT connection!
***

(For those familiar with flight operations procedures...please bear with me.) A basic rule is that the Airline “dispatch” must know the status of any flight at any time....on ground, en route, etc. Since the beginning, Piedmont had met this requirement by having “Company” radios at all stations the Airline operated. Soon after take off, the Flight crew would initiate a radio call to the just departed station. A typical radio transmission would give the FLT. Number - OUT time (leaving gate) and OFF time (leaving runway). The Station agent would acknowledge the transmission...turn to his teletype and send the flight number and times to Dispatch and all the down line stations.

With the beginning of Piedmont flights to the west coast...this “private” notification system was not available....Piedmont had no stations within the range of the route of the flights to the west coast. A temporary fix was for the flights to call ARINC ground stations along its route which in turn sent the necessary info to the Piedmont Dispatch center In Winston Salem. This was very expensive as the ARINC ground stations, made up of personnel, facilities, and radio transmitter/receivers were quite costly.

***

It was sometime in June, 1976, in the hotel on the grounds of the O’Hara Airport in Chicago. Bill Sebastian (avionics) and Captain Jack Tadlock were attending a meeting with ARINC (Aeronautical Radio Inc) and several major Electronic manufacturers. This meeting was to discuss the design and implementation of a new data link system, (eventually named ACARS). Prior to this meeting, Piedmont had conducted discussions via letters and phone calls with the various manufacturers to build the new system. The discussions were not successful …and this “face to face” mission was to convince “someone“ to design and build the new system.

This “last ditch” meeting had not gone well...none of the manufacturers would agree to build the new system. In fact, the meeting was about to adjourn ...when Captain Tadlock stood up and asked the moderator if he could address the attendees. (A few minutes before Captain Tadlock stood up he had been quietly told a little story by Bill Sebastian.) It seems that Bill was wearing a new digital watch he had ordered from an Avionics magazine. After telling Captain Tadlock the little watch had the equivalent of hundreds of tiny transistors (this was before the modern day “chips” that represent thousands of components) and only cost twenty bucks...and that his (Captain Tadlock) own Seiko was an electronic marvel for this day and time.

The moderator acknowledged Captain Tadlock and Tadlock made his pitch. “I can’t believe that none of you are willing to tackle this problem,” he loudly exclaimed in a booming voice…“here in my hand is a simple digital watch containing the equivalent of thousands of components.” ...holding up the black faced plastic cased watch. Then he took off his Seiko and said, “Do any of you have a Seiko?” Holding it up in the air…“look at it and then tell me you can’t build this system we call ACARS.”

Tadlock was still standing ...when a person stood up and said, ”we’ll build it!!!” This Company was Teledyne Controls and thus began the ACARS system. Soon the Piedmont Avionics department and the Flight operations were working with Teledyne to design the system. Within a few months the system was designed and the wiring and components were begun to be installed in Piedmont’s A/C. The first A/C to get the new system was the long range 727 A/C since they were flying to the west coast. The first ACARS equipped flight took place in May, 1977.…32 years ago

The basic ACARS system used sensors/switches to capture the ON/OFF times (air -ground circuit) and the IN/OUT times (cabin door and engine oil pressure switches). The “tail” number (N) number was hard wired into the ACARS processor. The system then automatically transmitted a digital signal soon after becoming airborne to an unmanned radio on the ground. This data was then sent electronically to ARINC’s facilities in Chicago that processed the data and sent it to the designated recipients. At this time in Piedmont’s history, the data was sent to the EASTERN AIRLINES computer center in Miami which processed the data and sent it to the appropriate Piedmont locations.

(the basic system also sent the payroll numbers for the Flight crews…Pilots and Flight Attendants…but that’s a story for another day!!! Any one interested can e mail me)

Piedmont had pioneered, help design, and FAA certified the present day ACARS system and was the first Airline in the world to utilize the ACARS system. Over the years the system has been greatly expanded and is probably utilized by most all Airlines today

Another first for Piedmont - The PACEMAKER

W. E. Sebastian July 7, 2009 Wmsebo@triad.rr.com

P.S. Another feature of the ACARS system was the ability of the “ground” personnel to contact the flight while in the air. This feature was called SEL-CAL and was utilized when necessary. Basically…it reversed the procedure .

Recent media reports that this SEL-CAL feature was utilized by ground personnel trying to contact the “lost for a while” Northwest Flight .

P.S. 2 - If readers “like or dislike” these stories ….please post a comment or e-mail the author.]]> Bill Sebastian (Sebo) Great Piedmont Stories Tue, 17 Nov 2009 15:40:19 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,1480,1480#msg-1480 http://www.jetpiedmont.com/Phorum5/read.php?2,1480,1480#msg-1480 By: W. E. (Bill) (Sebo) Sebastian

Although it has been almost forty years ago, the story of the following event tells the story of why Piedmont Airlines and its people were an extraordinary and wonderful organization.

On June 4th, 1970, Piedmont Airlines flight 404001 lifted off runway 33 at the Winston-Salem airport and climbed into the beautiful Carolina blue sky with just the right amount of picturesque puffy white clouds. This flight was not on the regular Piedmont schedule and would never be flown again. Aboard the Martin 404 was a group of all Piedmont personnel on a somber mission to pay their respects to a beloved fallen comrade.

As the aircraft continued to climb and turn westward, hardly anyone spoke a word until one of the passengers looked down and spotted an empty baseball field. Then after pointing out the field, to others, the passenger said "what a fitting tribute" flying over a baseball field, a place he loved.

Tommy Kersey, only 37 years young, was an accomplished aircraft mechanic, a devoted father and an avid Little League baseball fan. The fact that the last good moments he spent on this earth, squatting behind the little boy catcher, was a testament to his personal life. Tommy was umpiring a little league baseball game when the terrible pain and the resulting physical limitations suddenly struck him down. Many believe Tommy knew this situation was bad and told some of his close friends who were with him that he knew his time had come. Some have said that he looked up from the stretcher as the EMT's were taking him from the ball field, and said, "fellows, order the flowers and get out the blue suits, this is it." Tommy began his last flight west, a one way trip to a greater place, a few moments later.

Recently, Tommy had been selected to move up to the maintenance control, a position he had been hoping to achieve for a long time. But fate or some higher calling would not allow Tommy to reach his goal. Since Tommy's appointment to maintenance control, he had been in training schools at the Boeing aircraft facilities in Seattle and various Piedmont training classes. Now that he was through schooling and ready to begin trouble shooting Piedmont's aircraft maintenance problems, Tommy couldn't wait to get started...but his dream job would never happen.

This special flight, arranged by co-workers, many who never met Tommy was an example of the Piedmont spirit that prevailed in those days...that all employees were like family. Piloted by Captain Lloyd Lyons, the 404 lumbered toward the Hickory, NC airport. Once the A/C landed, just like clockwork, plans worked out by the Piedmont station personnel at Hickory sprang into action. Charter buses were standing by to take the Piedmont passengers to the Highland Baptist church just a few miles down the road. After the church services, the buses took the mourners on the flight to the Catawba Memorial Park Cemetery. All these actions had been coordinated by some wonderful Piedmont personnel at Winston-Salem and the Piedmont station people at the Hickory station.

The service at the cemetery was typical with family, friends and in this instance fellow coworkers reverently saying their goodbyes. There were other co-workers present that had driven to Hickory...some wishing to spend more time with the family and others unable to get on this "special" flight. Just as the minister finished his grave side service, the drone of aircraft engines could be heard - and soon seen was the Martin 404 as it slowly banked and circled the grave site! After flying a short distance and making a steep turn the aircraft flew directly overhead, revving its engines, dipping its wings as it passed and
then flew off into the distance.

Although the weather was warm this June day, many of the mourners felt the chill that seemed to permeate the group at the passing of the Aircraft overhead.

Many have said that Tommy must have smiled at this most fitting ceremony.

W. E. Sebastian, April 2008, Wmsebo@triad.rr.com]]> Don Shanks Great Piedmont Stories Fri, 26 Jun 2009 21:21:03 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,1477,1477#msg-1477 http://www.jetpiedmont.com/Phorum5/read.php?2,1477,1477#msg-1477
Eddie could fly any airplane ever made! At least he thought he could. "Eddie" is Eddie Culler, one of the two Culler brothers that played significant roles in the growth of Piedmont Aviation, the parent company of Piedmont Airlines.

Piedmont Aviation operated a large fixed base business under its name. Joe Culler, Eddie's younger brother began working part time for the fixed base operation. He later went into sales, became a corporate pilot and, after a successful business career he returned to his first love . . . flying . . . and to eventually become president of Piedmont Aviation's General Aviation division. Eddie worked many years as the manager of the maintenance department of the fixed base operation and one of his many duties was to test fly (if required) any of the planes his shop worked on.

Today was one of those days; the plane to be tested was a Cessna 195. The Cessna 195 was a high wing, all metal four-seater monoplane. In 1958, when this flight took place, the Cessna 195 was already an old airplane; however it was much in demand as a high altitude photo plane. Its radial engine was very well suited to high altitudes required for the photo jobs mostly for commercial surveying and map making.

Although efficient in many aspects, the 195 had a couple of peculiar characteristics. First, it was a tail dragger (tail wheel in back) and most of them had "cross-wind" landing gear struts. Simply described ... the cross wind struts were single pieces of "spring like" steel extending from the fuselage with a wheel attached. There were no braces as the gear struts were designed to "give" during landing, particularly during cross-wind landings.

Riding with Eddie today was Bill Sebastian, one of the two Airline "radio" technicians assigned to the Fixed Base maintenance shop. Eddie never flew alone, some said he feared" crashing alone" ... whatever that meant. Since Bill had completed a radio instaHation on this A/C while it was in for routine maintenance, he was the logical person to ride shotgun. Unfortunately for Bill... this was his first flight with Eddie, and just a little later, Bill
thought maybe it would be his first and last flight.. .forever.

Today was a perfect day for Eddie to show his stuff, particularly with the gusting cross wind pulling and pushing the little plane as Eddie taxied slowly toward the runway. For those not familiar with the 195, the nose up attitude while the tail wheel is on the ground is pretty extreme. One feels kinda strange, sitting back and looking skyward out the windshield. Bill couldn't see exactly what was going on, but felt like the little plane was zigzagging on the taxiway.

Finally, Eddie gets to the runway end and completes the engine run up, swapping
mags, checking controls, and whatever other pre-flight procedures he remembers. He looks over at Bill and says, "tighten your belL.this might be a duzy," and calls the tower for takeoff approval. The tower transmits "four -nine -two Charlie cleared for takeoff have a nice day." Eddie answers "Roger" and revs the engine. The plane moves a few feet...but angles toward the side of the runway. Eddie slows the engine...eases the aircraft back into a "straight down the runway line" position and again revs the engine. This time Eddie is ready for the cantankerous airplane and applies a little left rudder - now the airplane heads for the opposite side of the runway. Eddie again pulls back the engine power and applies the brakes.

All during this time Eddie hasn't said a word to his alarmed passenger. But Eddie has a plan, he will slow1y bring up the engine power, try to slightly aim the nose of the A/C into the cross wind. He thinks this will "trick" this airplane, which seems to have a mind of its own, into going down the runway. Just as he thought he had outwitted this monster, it again heads for the side of the runway. Eddie again applies the brakes. Suddenly, the cabin speaker blared out a crisp FAA control tower radio transmission, "four -nine -two -Charlie, are you going to take off or not? I've got an inbound and another soul behind you, wanting to take off.”

This really teed off Eddie and he answered, "Yeah I'm taking off just as soon as I get this danged piece of crap lined up down the runway." "That's a roger on the crapper," replied the tower. (This rf!ally got Eddie's goat). With that said, Eddie poured the coal to the engine and started down the runway weaving
from side to side, pushing the rudder pedals frantically and moving the ailerons. Finally the airspeed picked up, the aircraft straightened up, and then shortly became airborne.

After takeoff and a safe altitude was reached, Bill asked 'What was that all about ... is there something wrong with this plane ... should we have stayed on the ground?" "Nah!" Eddie replied, "I'm just not familiar with this cross wind gear." "Well it is pretty gusty today," Bill said, "What's it going to be like when we land?" Eddie replied, "Don't know, we'll just have to fight it landing like we did on takeoff." Bill hopes for a long test flight, thinking maybe the gusty wind would soon die down.

Needlessly to say, Eddie and Bill made it back to the ground safely. In later weeks and months, Bill again experienced the "joy" of riding with Eddie.

And yes. there are many more stories to tell!

Eddie retired as Piedmont Aviation Vice President - General Aviation. Eddie took his final flight West on Thanksgiving morning, 2008.

WE (Bill) (Sebo)Sebastian - May 2009 wmsebo@triad.rr.com]]> Don Shanks Great Piedmont Stories Tue, 26 May 2009 21:37:08 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,1389,1389#msg-1389 http://www.jetpiedmont.com/Phorum5/read.php?2,1389,1389#msg-1389 donconner Great Piedmont Stories Sun, 05 Apr 2009 03:03:58 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,1388,1388#msg-1388 http://www.jetpiedmont.com/Phorum5/read.php?2,1388,1388#msg-1388 donconner Great Piedmont Stories Tue, 13 Jan 2009 12:50:57 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,1280,1280#msg-1280 http://www.jetpiedmont.com/Phorum5/read.php?2,1280,1280#msg-1280 They ask us to do the heavy maintenance on some of their partially owned airlines and guaranteed payment.

Once they ate at Bell Brothers (a restaurant next to INT) they had to bring everyone in New York to eat there. It was a great time in our life. If you have not eaten at Bell Brothers you do not know what you have missed.


And Verne Crisp replies with a great story..............

Ronnie,
That brings back old memories Bell Brothers included!

Frank Stoppa was Pan Am Station Manager at Dulles when I was there. They highly advertised the B 747 when they got it. They scheduled short trips...free familiarizatio flights that left Dulles...served champaigne ..circled the area and landed back at IAD. They signed up the many Washington dignitaries.. congressmen..senators.. anybody they could get that had a little influence on the hill to ride.

Seems there were more no shos here than on regular flights and Frank was concerned over the press coverage showing, so few people showing up to ride free. He placed calls to all IAD managers and asked that we come and ride the afternoon flights and let as many of our employees ride as we could spare. Danny Geyer... manager for Southern Airways and I had already taken an AM flight with him and had our glass of champaigne and fruit but we agreed to ride again that afternoon.

We took the 2pm flight and when we got back Frank who was riding them all and being the host asked us to do the next one also. This led to the next one and the next one. Danny was from Tennessee and knew about as much about champaigne as I did! We made it thru the afternoon and Frank steered us down to the Pan Am Clipper Club .. the hospitality suite and we took a little nap in those soft chairs located in the back corner before driving home.

One thing for sure came out of that experience ... bubbly wine gives world class headaches!]]> Don Shanks Great Piedmont Stories Sun, 27 Jul 2008 20:31:52 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,1181,1181#msg-1181 http://www.jetpiedmont.com/Phorum5/read.php?2,1181,1181#msg-1181 I would like to write a special story about each Friend/Co-worker, cause most all of them became Friends. I don't know if I will ever get to do that.

However, I feel this story needs to be told again. I wrote a simular story years ago and C.C. presented me with a copy of it at the last Piedmont get together in Johnson City and reminded me I got his name wrong. Believe me when I tell you I now have his last name right. I consider him a Grandfather type Friend and would never want to get his name wrong.

That week, C.C. took me on a comprehensive tour of operations and the jets on the ground. At the time we had a 737-200 there and I was introduced to bin door safety on the aircraft and how fast the door could come down by accident and pop you in the head!
Also, about the engnes, how you never get close to them till they spool down. The "air bottle" used for restarts, the way to "chock" an aircraft.
In talking to my then, girlfriend that week, she thought I said "chaulks". She was from "up north".
The training I received that week could very well have saved my life!
C.C. was not the only one training us, Richard DeArmond was the class instructor, and many many others were there doing the same.
I just remember C.C. vividly that week, doing what he did best, looking out for everyone.
He told stories alot as most of them did. And I was always on the edge of my seat in interest.
I would love to go back in time and do that all over again.
I love to hear stories. You can be sure that if I am in the room and there are some good stories to be told, I will gladly listen.
I love to talk, but I'd much rather listen to others.

C.C., I hope you are there at the next TRI Piedmont meeting I attend.
And I hope you have some more stories.

With great respect and a greatful heart,

Steve]]> stevelyons Great Piedmont Stories Fri, 30 Nov 2007 21:13:49 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,1161,1161#msg-1161 http://www.jetpiedmont.com/Phorum5/read.php?2,1161,1161#msg-1161 dpurcell Great Piedmont Stories Fri, 16 Nov 2007 09:10:34 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,1154,1154#msg-1154 http://www.jetpiedmont.com/Phorum5/read.php?2,1154,1154#msg-1154 dpurcell Great Piedmont Stories Mon, 21 Apr 2008 19:08:15 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,1149,1149#msg-1149 http://www.jetpiedmont.com/Phorum5/read.php?2,1149,1149#msg-1149 dpurcell Great Piedmont Stories Fri, 04 Jul 2008 08:07:22 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,1083,1083#msg-1083 http://www.jetpiedmont.com/Phorum5/read.php?2,1083,1083#msg-1083
The fast turnarounds on the PI 404s particularly amazed me-- no sooner would the arriving passengers deplane than the departing passengers would be climbing the ventral stairwell, and I never saw the right engine shut down on any of those turnarounds while on the ground. The starboard engines always sounded like they were ABOUT to shut down on their own at any moment while idling, but I never saw that happen.

PHF, despite its size, had rather comprehensive connecting flights, as well as nonstop flights to some major cities (Chicago, New York City, Atlanta, etc.). Seemed like all the airlines complemented one another at PHF, up until the CAB demise and deregulation in the late '70s.

The new terminal bldg. opened in the mid '90s, but I never bothered to go see it, even though I was then living just over a mile or so from it. Only major player by then was ValuJet (now AirTran). I did drive past the new terminal one day in July 1996, but only because it happened to be along the way to the Allied Van Lines office, where I had an appointment to make moving arrangements out of state.

Any old memories of PHF, and any new information about it?

Chip

]]> Chip Great Piedmont Stories Sun, 16 Apr 2006 23:02:56 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,461,461#msg-461 http://www.jetpiedmont.com/Phorum5/read.php?2,461,461#msg-461 and was "officially" hired Feb. 1980. I was working in International when
Piedmont received approval to being the London/Gatwick service. I was
thrilled to be asked to transfer to London to assist in the opening of the
London res office. We were first based in a BA hangar at the end of the
runway at Heathrow airport. When our res office was finally ready near
Gatwick it was a thrill to introduce the British people to our fine airline. I
will never forget a story I was told by a fellow employee who had flown
over to Gatwick and was listening on the headset to the communications
between the tower and all the pilots. What she heard were some very
British accents communicating and then she heard the Piedmont pilot in
his very southern drawl saying "Yeaaa Gaaatwick, this is Piedmont". I know we were a big hit in London. I made some very dear friends in the
London office that I have lost contact with and hope someday to hear back from them. I left Piedmont in 1994 (by then UsAir). Piedmont was a great
airline and I have many fond memories.]]> Elaine Dills Great Piedmont Stories Tue, 01 Nov 2005 17:17:52 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,457,457#msg-457 http://www.jetpiedmont.com/Phorum5/read.php?2,457,457#msg-457
I.T.'s wife had kicked him out of the house, and Ira needed to save money. I was outside sorting the mail bags for pick-up. The adjoing RDU PI station closed an hour before EA's, at RDU. A street light shown down through the two Eastern baggage room garage door's row of windows, upon old Ira's layed-out, slumbering 'corps'; but Ira was not yet asleep; he just look eternally so.

The two PI agents outside, homeward bound; passed the Eastern garage door windows. "Did you see THAT..." exclaimed one PI agent to the other; "...it looks like A CORPS"! At an outside baggage cart, sorting mail bags; I laughted; "That 'corps' looks like a corps, because that's what it is; a "human remains". Both agents, hands sheltering eyes, pressed intently against the glass. "It sure does look like a REAL human corps!"

I said it was part of a "consolidated" freight shipment. The executive's home-built, home hobby shop casket, was due in on the last flight from Laguadia, but didn't make it; "They promised it on the first flight in, in the morning".

"What are you going to do then?" aked one PI agent? "Consolidate the casket with the corps, and they will continue at a consolidated saveings rate to Miami, to where that senior executive was to retire with his wife. He had the home-built casket over the rafters of his New York home hobby shop. He died visiting one of his Chicago factories."

"It really looks 'real'; real life-like". Ira was still awake listening; on his back, his hands beneath the blanket.

Suddenly Ira and covering blanket reared up, as Ira and blanket, lunged towards the two PI agent on-lookers, lurking outside.; the blanket flying on towards their window.

The two PI on-looking agents, together lurched into sudden flight, fleeing ol' Ira's suddenly alive, EA 'corps'.]]> James A. Miller, Jr. Great Piedmont Stories Wed, 12 Oct 2005 09:10:14 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,454,454#msg-454 http://www.jetpiedmont.com/Phorum5/read.php?2,454,454#msg-454 Ronnie (Prodell) Hatley Great Piedmont Stories Thu, 14 Jul 2005 23:29:22 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,444,444#msg-444 http://www.jetpiedmont.com/Phorum5/read.php?2,444,444#msg-444

DON,
I just read your profile on the [groups.yahoo.com] on the:
US Airways Retirees group site and noticed that you worked in PKB.

A little side story for you.................................

I title it "The merger of Piedmont and Allegheny Airlines, an OMEN of things to come."

About 50 years ago last Wednesday I was Station Manager in PKB when the night before Thanksgiving PI decided to put Allegheny out of business by ramming their DC3 through the wall of our operations office. (Actually the aircraft experienced a brake failure while taxing to the ramp)

Alas, we survived and assisted unloading your passengers into our office, rendered first aid, and assisted Virgil Flynn in making arrangements to get your passengers to their destinations.

Virgil Flynn was the only PI agent on duty at the time and it was PI's last flight of the day.

I had just dispatched a Martin 202 charter 5 minutes b4 your flight arrived other wise there would have been a terrible disaster that night.

As luck would have it, the good Lord smiled upon us, as there was no fire and the injuries to the passengers and crew were minimal.

I can't remember the crew names but they were very appreciative when I helped Virgil pry the instrument panel back so they could get their legs loose and eventually crawl out of the cockpit.

Jack Gwenap was the Station Manager and Coit Harris, and Virgil Flynn
were agents. I can't recall some of the other agent names.

The only damage to our office was the widening of our front office door as another AL agent and I went through it simultaneously trying to get the hell away from the spinning prop that was forcing itself through the back office wall.

PI/AL were a close knit group in PKB in those days and tipped more than a few glasses of white lightning there.

I believe I have a few pictures somewhere here and if I can find them I'll send copies to you.

You wrote "There was a culture at Piedmont that I don't think will ever be duplicated in any other company - ever." I agree and I experienced it with your employees in PKB and again in FLL.

It was a great company and in retrospect I'm happy that we ultimately joined forces even though there still is strong cultural differences.

With the experience and backgrounds of the combined companies I'm convinced there is life after death and we shall survive.

Regards,

Tom Hammett

Pss: Take it easy on Pete. He is not a fighter but a lover and I bet he would prove it too if you were FEMALE.]]> Don Shanks Great Piedmont Stories Tue, 01 Apr 2008 01:32:17 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,439,439#msg-439 http://www.jetpiedmont.com/Phorum5/read.php?2,439,439#msg-439
Jim Miller, Southport, North Carolina]]> Jim Miller Great Piedmont Stories Sun, 11 Jul 2004 23:42:59 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,426,426#msg-426 http://www.jetpiedmont.com/Phorum5/read.php?2,426,426#msg-426
The picture of the old MRH terminal brings back great memories. Wallace (Big Sid) Kerr was manager down there during the summer months when it was open. He worked in RDU during the winter. Casey and Ezra Cook also worked MRH at times and would switch over to SOP ... Southern Pines ... in the winter for the golf season. They later alternated between SOP and MYR which was served from two different airports at different times, one municipal and at times the Air Force field.

Walllace got the name "Big Sid" by trying to ride a bull named Big Sid at the Durham County Fair back in the late fifties - stay on so many seconds and win one hundred dollars. Wallace didn t win.

Baxter Slaughter flew 392 in 395 out. It was turn-a-round afternoon trip at MRH. He would intentionally not call in range and try to get to the ramp before Wallace was aware he was there. Since he often ran more than 15 minutes early, he was successful often. Wallace moved two 60 gallon drums to the ramp and hid behind them. Slaughter thought he had slipped up on him again when Wallace jumped out from behind the barrels and gave him a snappy "CUT TWO" signal. Slaughter would BS the military controllers at Cherry Point and they would often clear him thru the restricted military air space. This would allow him to fly the segment in less time than the flight plan called for. What a wonderful time to work for the airline!!!

Thanks for the memories. I enjoy your pictures very much.
Verne Crisp]]> Don Shanks Great Piedmont Stories Wed, 14 Apr 2004 17:47:03 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,425,425#msg-425 http://www.jetpiedmont.com/Phorum5/read.php?2,425,425#msg-425 We started with F28-1000s and then got F28-4000s new.
We inherited alot of F28-4000s from Empire after that.
The F28s were alot of fun to fly. TRI had alot of them on the ORD and ATL routes.
One of my favorite things to do back then was take the early morning flight from TRI - ORD and then ride the same aircraft back ORD-LEX-TRI.
F28s eventually were mostly Florida Shuttle aircraft.
The F28 was a great little jet. Then USAir got the F100s in the early 1990s.
I really liked the F100s. It's a shame that they are all parked in the desert now.
I have cleaned alot of the F28s in my time.
737s and 727s too.
Those memories will live forever.
Sometimes, you don't know you are living history till it's all over.]]> Steve Lyons Great Piedmont Stories Thu, 01 Apr 2004 20:15:40 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,422,422#msg-422 http://www.jetpiedmont.com/Phorum5/read.php?2,422,422#msg-422 morning. Unfortunately All Three crew were killed.]]> donald selover Great Piedmont Stories Mon, 14 Sep 2009 10:10:52 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,412,412#msg-412 http://www.jetpiedmont.com/Phorum5/read.php?2,412,412#msg-412
Bill]]> Bill Owens Great Piedmont Stories Thu, 12 Feb 2004 17:28:38 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,411,411#msg-411 http://www.jetpiedmont.com/Phorum5/read.php?2,411,411#msg-411 Bill Owens Great Piedmont Stories Wed, 11 Feb 2004 23:50:32 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,404,404#msg-404 http://www.jetpiedmont.com/Phorum5/read.php?2,404,404#msg-404
As most of you know, I worked for Piedmont Airlines from Oct 1984 - 1989.
So, I regularly check out the postings on this web site...... www.jetpiedmont.com which is the Official
Piedmont Employee site.
There are new postings now and then from people I knew and those that I didn't, but get to know about.
Being the sentinmental person that I am, I just can't stop coming back.
And I can't stop going back in memory either. Some may not understand, if they have never had a career and not just a job, but we were a very close knit company. And it wasn't just a job, wasn't just a company, not just making money. That's why it hurt so bad to see them sell her out.

We all take experience and knowlege from everything we do in life.
And I can't help getting caught up in my memories now and again.
There is something that triggers a memory. A sight, a smell, a sound.
Maybe it's the smell of a jet engine exhaust. Or the certain kind of Cologne I wore the first year there. (m-o-njure-jovan)
Maybe it's the mention of a familiar name, or someone saying that there has never been a good company or a good job, cause I know better.
Or when someone says that it's hard to find honest people, cause I remember a time when it wasn't so hard.
Or when I get a good laugh at work, and think of those other good laughs I miss so much that came more often.
And now, though I work for another really good company...
One that I often enjoy going to work to....
What-ever the reason, please understand...........that "we" come from a unique breed of people......
We Care.
Always did and always will.
Perhaps that mades us different.
I know the same is ALL different!

Steve]]> Steve Lyons Great Piedmont Stories Tue, 06 Dec 2005 10:54:23 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,394,394#msg-394 http://www.jetpiedmont.com/Phorum5/read.php?2,394,394#msg-394
On my first ever flight in my life.....Piedmont flt 59 TRI - CLT - TPA, the Captain came on the mic and said we were cruising at what sounded to me like 43,000ft. Our next VOR was Brunswick GA cause he said we were going to see Brunswick in our wondow on the left along with the Ga coastline.
Could I be remembering that wrong? Or was it common for Piedmont 727s to cruise at 43,000ft?
You see, the thing is, I have been flightsimming for four years now, logged 2,900 flightsim hours and I have not encountered anyone other than myself who commonly cruises at 43,000ft. And it doesn't appear that the real airlines go above 32,000 very often. Is that accurate?
Please shed some light on this for me, I would appreciate it.
Even better, if there is a Captain out there that flew flt 59 in your career, either when it went that route OR when they changed it to TRI - CLT - IAH around 1984.
Thanks!

Steve
Old Piedmont Ramp and C/S guy TRI / CLT]]> Steve Lyons Great Piedmont Stories Wed, 28 Nov 2007 16:29:26 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,387,387#msg-387 http://www.jetpiedmont.com/Phorum5/read.php?2,387,387#msg-387
Which was the Piedmont Express carriers ? From wich hub do they operate ? Wich destination were served by those airlines ?

You can respond directly at stephane.etaix@wanadoo.fr]]> Etaix Stephane Great Piedmont Stories Tue, 20 Jan 2009 18:42:20 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,386,386#msg-386 http://www.jetpiedmont.com/Phorum5/read.php?2,386,386#msg-386
Dear Mr. Shanks,
Thanks so much for all the updates you have given either by email or jetpiedmont.com. I will also remember the O'Hare story. I never knew that's how it got it's name.

I was so proud to be a 2nd generation Piedmont family member. I guess I really joined PI when my mother Janice Kinney, now Janice Lawton was the receptionist at the org HQ building. (Actually Zeke and Mr. Davis introduced my parents to each other.) I can remember going in Mr. Davis' office as a 5 year old and landing models of Piedmont planes on Mr. Davis' head while I sat in his lap. He was the only man at the time that I knew that had receding hairline. He always took the time to let me land a few on his head. He once told me to be careful as he did not want me to lengthen the runway on his head. He said," land safely, be ontime and treat your customers and employees like family." I was only 5 years old but I did not realize that I had been given the best advice any airline person could ever recieve. The last time I saw him he told me that I could now land those old PI models from any direction as it (his hair) was all gone. That was from as far back as 1962 when that happened and he still remembered it. I also remember when PI got the first of many planes and PI had to be certified by FAA to evacuate them in a specific amount of time. Since some had to be kids and Mom had 5 we were always invited to participate in the evacuations at the old hanger and then go to the BBQ and hear Zeke and the Blades of Grass sing and play.

Next to my family Mr. Davis was the greatest man I ever met. What an honor to have worked for him and known him. I have two picture in my office that I will grab first if there was a fire and the first one is a picture of myself with Mr. Davis and Mr. McGee standing in front of the DC-3 in 1988 in theold ILM hanger celebrating the 40th anniversary of PI. The other is the picture of me on the cover of an annual report. What a honor it was to represent all those great people of Piedmont.

It was the greatest place I ever worked at or ever will. There is not a day that does not go by that I do not stop and think about it. I know that we would have had some problems with today's economy and 9-11 but I have no doubt that PI would have and could have made it. Family atmosphere with employees and customers and quality service never loses in the end.

Please keep me on the list of getting this "newsletter" it was great to see and sad as well at the same time.

Regards and respect,
John Kinney

PS: I thought so much of Dan Brock that I named my first son after him. He was the second coming of Mr. Davis to me.]]> Don M. Shanks Great Piedmont Stories Sun, 15 Sep 2002 19:11:09 -0400 http://www.jetpiedmont.com/Phorum5/read.php?2,380,380#msg-380 http://www.jetpiedmont.com/Phorum5/read.php?2,380,380#msg-380
Donnie wrote. . . .
I was the Chief agent of operations in Roanoke back in the 1960"s. One night a man was boarding a flight and had a large electrical instrument that he wanted to carry on board one of our Martin 404 flights. The flight attendant told him it was too large for our carry-on rack. The man asked to see a supervisor. So I, Don Martin, was summoned. I again told the man that the instrument was too large and also too heavy for the carry-on rack. At this the gentleman asked me to ask the captain if he would let him carry this item in the cabin. So I asked the captain and he said NO. I then relayed this information to the gentleman. At this he asked for my name. I replied Do Martin and he asked for the Captain's name and I replied Capt Bill Martin. The gentleman then deplaned and went to the ticket counter and asked to speak to a supervisor. When the supervisor told him the regulations - - the gentleman asked for his name. The supervisor said "Pete Martin" About this time this gentleman said "you guys are putting me on, there can"t be that many Martins here and besides you are flying Martin aircraft. So the man left, went to a hotel, came back the next morning, checked the box with the instrument and said nothing.

We just didn't have the heart to tell him to send his complaint to "TL" Martin in Winston-Salem.

I thought you might like this story.

Regards,
Don (Donnie) Martin]]> Don Shanks Great Piedmont Stories Tue, 02 Dec 2003 22:34:33 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,379,379#msg-379 http://www.jetpiedmont.com/Phorum5/read.php?2,379,379#msg-379
On January 12, 1956, Piedmont Airlines acquired NC18600 and name it the Potomac Pacemaker and reregistered it as N56V. It was the last DC-3 operated by Piedmont Airlines. Following it�s Piedmont service the airplane became the property of Charlotte Aircraft Company in Charlotte, North Carolina on February 20, 1965. When it retired from Piedmont in 1963, it has logged 48,000 hours of service. It remained in Charlotte for many years and eventually became a derelict.

In 1978, Mr. **** Wescott obtained the remains for The Museum of Life and Science in Durham, North Carolina. It was moved to Durham by Mr. Roy Teer and was assembled by the staff of the museum and Piedmont Employees. Piedmont provided $20,000 and technical assistance in addition to engines, propellers, rugs and miscellaneous parts to complete the static display in 1979.

Later Piedmont Airlines provided about $7,000 to repaint the aircraft. In addition some of the fabric controls have been recovered by Piedmont. Joe Fix was to help recovering them again but developed cancer and passed away.

When Piedmont Airlines obtained N46BF which became the present N44V there were no drawings to paint N44V as an original aircraft. N56V had the paint scheme as it had not been touched since it left Piedmont. Mr. Wescott restored it and Piedmont engineering made drawings of this paint scheme. These plus various photos of old Piedmont aircraft were used to paint N44V.

Later when N44V needed a radome the nose cone of N56V was used to make a mold so a radome could be made for N44V.

The aircraft is still on display at the Museum of Life and Science in Durham, North Carolina.]]> Ronnie Macklin Great Piedmont Stories Wed, 18 Feb 2004 11:22:52 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,378,378#msg-378 http://www.jetpiedmont.com/Phorum5/read.php?2,378,378#msg-378
I am going to miss Piedmont Airlines.

It won�t make any difference to most airline travelers of course. The name on the tail of the aircraft in which you fly is of no real significance to anyone other than the stockholders and the employees. They all cost about the same to fly and they all get you there most of the time.

To the folks at USAIR who recently made a deal to buy Piedmont it is solely a business decision. Piedmont has been a successful profitable airline for several years, and it was prime pickings for the merger moguls and corporate raiders who buy and sell companies like you and I buy and sell cars. Somebody is going to make a lot of money and that is what it is all about.

But Piedmont represents more than a bottom line to the people of North Carolina. It is our airline, it is Air Carolina, if you will, our very own homegrown little puddle jumper that made it big.

Don�t get me wrong I have no stake in Piedmont. I don�t own any stock in the company, and I don�t know anyone who does but I�ve flown Piedmont enough to make it my first choice. And when I fly, it feels like I�m flying with home folks.

There was a sense of coming home when I flew Piedmont. Coming back from overseas in the mid 1960�s I flew a variety of big airline jets including Northwest Orient, TWA, American and Delta to get to Atlanta, and then I crawled on a little rattling Piedmont propeller driven plane and headed for North Carolina. It was like catching a ride home with a neighbor.

I was traveling in uniform with several other guys and we were all heading for Raleigh on our way to our homes in Eastern North Carolina. There were not many people on the plane- unlike now when it seems that everybody is trying to get to Raleigh and the stewardess, who had a brother in the war , took time to chat with us. She asked us all where we were from and when I told her I was from Wilson we got to talking about mutual friends. I hadn�t met anyone for a long time who even knew where Wilson was.

She was one of us, a pretty North Carolina girl with a sweet southern accent, and as we flew above the dark Southern fields below, we knew we�d made it home even before the plane touched down. And that sweet thing served us free drinks all the way.

Piedmont brought travel to Eastern North Carolina when no one else would take a chance. Sure we made fun of it. We called it Trans-Terrify-ing Airways. But while the big airlines were battling to get landing rights in New York, you could fly in and out of Goldsboro on Piedmont Airlines. I remember one night from Fayetteville to Washington, Two of us soldiers were on a prisoner pickup assignment and as we took off from Fayetteville, the pilot said we�d be stopping in Goldsboro. I wasn�t aware of an airport at Goldsboro and as we came in for a landing it was obvious that we were landing at Seymour Johnson Air Force Base. That little Piedmont plane landed in midst of the giant war planes and taxied to a stop outside a mobile home that was the terminal.

You�ve got to feel kindly toward an airline like that.

Piedmont has been the nice neighbor down the block who worked hard and made a success of himself, the kind of guy that everyone in town pulled for. And now our neighbor is leaving home for the big city.

And besides, Piedmont has a safe track record and that is important to scared flyers like me. Piedmont�s last fatality occurred in 1968 and last year a study showed that Piedmont had the fewest number of what the industry calls � Incidents��which are anything from a blown light bulb to a blown engine---of any other airline in the country.

Piedmont�s success has mirrored the success of North Carolina. It wasn�t long ago that our state was just another sleepy Southern state and only home folks flew Piedmont. But North Carolina and piedmont have hit it big in the last decade and, while I�m not a Wall Street business analyst, it seems that the two success stories must be related.

USAIR says it has no plans at the present to change the name of Piedmont Airlines. They say it will be a wholly owned subsidiary with its own name and identity, But those in the know say that won�t last---the best guess is that the name might change after a year or so--- and one day we�ll go out to the airport and there won�t be a Piedmont anymore.

That won�t make much difference to most people, I suspect. But it will to me.

Those of us who have had to live away from the South have all experienced the heart-warming joy of hearing a telephone operator with a Southern accent when we called home from whatever corner of the world we found ourselves in. It was the same with Piedmont. Other airlines flew anywhere you wanted to go, but for a long time, if a North Carolina boy or girl was flying home, they flew on Piedmont.

I�ll miss that.]]> Dennis Rogers Great Piedmont Stories Thu, 30 Dec 2004 16:57:41 -0500 http://www.jetpiedmont.com/Phorum5/read.php?2,377,377#msg-377 http://www.jetpiedmont.com/Phorum5/read.php?2,377,377#msg-377
One of Piedmont's most "colorful" (some might say controversial) and legendary pilots was sitting in the captain's seat, his name was Forrest "speedy" Shelton. Also in the ****pit were the first officer, the flight engineer, and jump seat rider, W.E. (Bill) Sebastian. Bill, most often referred to as "Sebo," was an Avionics (radio man to some) supervisor/trainer on board to observe the weather radar system. Although Piedmont had weather radar on some of its other aircraft, the type on the 727 was quite different and pilots were squawking the radar system very frequently. Sebo had been requested to ride jump seat on the two 727 A/C to try to sort out the problems.

Having known Captain Shelton for some time, both personally and on a professional level, Sebo felt very comfortable around him. Although, occurring several years ago, he has not forgotten his first "encounter" with Captain Shelton. He remembers this first encounter vividly, having witnessed an incident that was typical of this pilot's reputation.

***

The year was 1958, in the late Fall, slightly over a year since Sebo began his career with Piedmont (September 1957). Having been assigned to the fixed base "radio shop" at the Winston Salem airport, he was in close proximity to the airport runways, taxiways, and ramps. While working at the radio shop, it was routine to listen to the radio "traffic" on the shop VHF radio receiver. On this day, Sebo heard the captain of an A/C - telling the control tower that this was one of Piedmont's new planes, an F-27, and asked for permission to make a low approach fly by. Wishing to witness the flyby, Sebo decided to go outside and look for the A/C. Walking out onto the ramp (outside the fixed base hangar), he was surprised at the large number of Piedmont (Airline) personnel already gathered on the ramp. Sebo joined the crowd, recognizing that most of the people were from the Airline offices and maintenance hangar just across Liberty St. It was obvious that these people had been made aware of the significant event that was about to take place. The crowd was a "buzz" of excitement, anxiously awaiting the aircraft's arrival. Everyone was looking skyward, trying to be the first to spot the expected aircraft and call out its appearance.

Suddenly, someone shouted, "Here he comes," "Where is he?" Another asked. "Runway �three'," Someone replied.

Now all eyes were at the intersection of the runways "one five"and "three" (the only place to get an unblocked view). What a sight - the high wing, two engine propjet was literally skimming the runway..."wide open," with its gear up, only a few feet off the runway surface. Then upon reaching the runways intersection, the pilot yanked the A/C almost straight up into a severe climb attitude. This surprise maneuver, seemingly dragging the tail of the A/C on the tarmac, stunned the spectators. Many in the crowd gave out gasps, groans, "oohs" and "ahs," and then the questions, "Who is flying that plane?" When someone answered, "Forrest Shelton" and someone else replied, "Well, we should have known," Sebo told himself that maybe he should remember that name.

Later in Sebo's career, while working in the Avionics A/C overhaul group, he rode with Shelton on many maintenance test flights and ADF certification flights on the Martin 404 and other A/C. Sebo's personal relationship with Forrest resulted from his many visits to a friend's "summer" cabin at Lake Hickory. There he met Captain Shelton who also had a cabin nearby, and they spent many summer weekend days, boating and having fun, doing the things people do at summer lake cabins.

***

Since everyone was working hard to get the LGA outbound flight back on schedule, and time was of essence, Captain Shelton had elected to stay in the ****pit to expedite a quick departure. While the A/C crew waited for the ground crew to get the flight readied, an operations agent entered the ****pit. His mission was to order dinners for the flight crew to be ready when the flight arrived at its next turnaround stop, Atlanta. In those days, meals were quite good...one even had a choice of entrees. As the agent was taking the orders, it was obvious who was "in charge"... Captain Shelton. He was taking the orders from the crew and telling the agent the type of meal and the person's name. When giving the meal choice for Bill Sebastian, the agent didn't seem to understand the name Sebastian.

Captain Shelton looked at the agent with disdain, and said loudly, "SEBASTIAN... like SEBASTIAN CABOT... the TV STAR." (For those not familiar, a weekly TV show with an actor named Sebastian Cabot was popular at this time)

Now the agent seemed to understand, as his eyes surveyed the ****pit and with a slight smile he said, "OK ...I got you ... Sebastian Cabot."

Shortly, the operations agent brought the "papers" on board and the A/C was readied for the push back. Soon the A/C was rolling down the runway on take off, headed for Atlanta.

This trip had pretty much been a bust for Sebo and his radar watch as the weather was fairly mild. During the initial climb-out, Sebo mentioned that the night was clear and wasn't much to see on radar.

Captain Shelton said, "but there's a lot to see out there...watch, let me show you."

Forrest then reached up to the overhead panel, flipped the landing light switches a couple of times and then the whole sky lit up. Just after nightfall was a busy time at the LGA airport and when Shelton flashed "the signal" every A/C in the vicinity turned on their landing lights. (This was long before regulations required the use of landing lights as they are required today.) This spectacular light show was the "Collision Avoidance system" of this era. Seeing just how many aircraft were in close proximity to them amazed Sebo, and he wondered how the ATC controllers kept these A/C separated.

Shortly afterward, ATC cleared the flight to its assigned altitude and Forrest lived up to his reputation..."speedy." The seasoned flight attendants who flew regularly with Forrest were still belted in, ready for Forrest's usual practice. That is, to activate his "petal to the metal" engine power setting, and the abrupt increase in climb attitude, once he had been cleared to his assigned altitude. After reaching altitude, the rest of the flight was routine and landed at Atlanta right on schedule.

Shortly after arriving at the gate, the catering personnel arrived with the flight crew's meals, and brought them to the ****pit. Anticipating a fast turnaround for their next flight, the crew members began to eat their meals in a hurry. They were in good spirits, having a good laugh over the name written on Bill Sebastian's dinner..."Sebastian Cabot." As was usual (when crew members were eating), the ****pit door was closed, and during the boarding process, someone knocked on the ****pit door. Being closer, the flight engineer opened the door and there stood a young male "gate counter" agent.

The young man said, "please pardon me for disturbing you, but, uh,... I, uh, wondered if I,... uh, could get Mr. Cabot's autograph?"

Most in the ****pit looked at each other, dumbfounded...except Captain Shelton, who (as those that knew him - would agree) never let an "opportunity" to pass.

Forrest answered, "sure," and asked, "what's your name?"

"Charles," answered the young man, and handed the flight engineer a Piedmont flight schedule and a pen.

Forrest said, "We'll be right with you in a moment."

He then motioned for the flight engineer to give him the schedule and pen and to close the ****pit door, leaving the young man outside the ****pit.

While the rest of the ****pit "gang" were grinning at each other, and shaking their heads in disbelief, Forrest showed his true colors.

He said, "Hey fellas... listen, he'll never know the difference... let's make his day for him." With that Forrest wrote (with a flair):

"To Charles, best wishes," and signed it, "Sebastian Cabot."

He handed the autographed schedule and pen to the flight engineer who opened the ****pit door, and handed the signed schedule and the pen to the young agent. The young man thanked everyone and departed the A/C.

Someone in the ****pit laughingly said, "Forrest, I'm not believing that you did that." Captain Shelton just grinned.

Sebo says he has thought about this little incident often throughout the years. He wonders (hopefully, the young man has aged gracefully) how many times that "young man"...has shown his autographed flight schedule to his friends and family members.

Sadly, Forrest is no longer with us, having passed away in 1999. But for many of us "old timers," we will always remember Captain Shelton. Being like most of the "Old Piedmont Pilots," he seemed to have had a special personality. That's one of the many reasons Piedmont Airlines was such a special company.

W. E. Sebastian - Feb. 6 2000]]> W.E. Sebastian Great Piedmont Stories Sat, 23 Feb 2002 16:13:53 -0500