IT BEGAN A LONG TIME AGO
IN JULY, 1940 TO BE PRECISE
For it was on July 2, 1940 that Piedmont
Aviation was incorporated under the laws
of the State of North Carolina. And at
that time, negotiations with the Piper Air
craft Corporation and Stinson Aircraft re -
suited in the infant company obtaining
distributor franchises for the sale of these
airplanes in North Carolina. Until the
outbreak of World War jj, the principal
activity of the Company was aircraft sales
and service.
Then came the war, and Piedmont's think
ing and efforts were turned toward the war
effort, and pilot training shifted into high
gear. Approved by the CAA as a primary
and advanced flight school, later as an
aircraft and engine overhaul agency, (the
only one between Washington and Atlanta)
piedmont was awarded contract after con -
tract for flight training in all phases, pri -
mary, pre-glider, secondary, cross-coun-
try, instructor, and night-flying courses.
Turn back the clock still further. Imagine
a young man of 21, who had learned to
fly at 16, who held a commercial pilot
certificate and an instructors rating.This
young man was a native of Winston-Salem,
had attended the University of Arizona,
and in the summer of 1939, returned to
Winston-Salem associatbting with the Cam '
el City Flying Service as sales manager.
In 1940, when Piedmont Aviation was
formed from the nucleus of the Camel City
Flying Service, this young man became
the controlling stockholder. Vice Presi
dent, Treasurer, and a Director of the
new company.
In 1943, this young man was elected
President of Piedmont Aviation,and justly
so, for since he had been instrumental in
expanding Piedmont's sales to the point
where the Company sold more aircraft than
the total of all competitive makes,he was
an obvious choice. Furthermore, Pied
mont's training programs had been built
up to the point where they were recog
nized as being among the country's finest,
and had received special recognition by
the State Department as the agency sel
ected to train Central and South Ameri
can students.
But much of piedmont's success was war-
stimulated, and the days of expanded
training programs were numbered. Con
vinced of the permanence of commercial
aviation, sure of its growing place in the
American economy, this young man had
a vision, o vision which when carried to
completion was to earn him the respect
of the entire aviation industry, and the
admiration of his employees and fellow-
citizens. His name is Thomas H. Davis.
Yes, Tom Davis had a dream, and it was
well-founded. Rail and road transporta
tion North-South through this area was
highly developed, but to the West, the
peaks of the Appalachians set up a per
manent barrier to East-West surface trans
port. Travel across the mountains was
laborious and slow, to say the least.
What better area for air transportation
could be found? The economic need was
there -what about the actual operation?
In Piedmont Aviation, there was the nuc
leus of an airline. Pilots? Plenty, to start
out with. Names familiar to all of us,
Gilley, Saunders, Todlock, Browning,
Taylor, Nicholson, Dobbins, Gaither,
Odum, Dark, Hagans. Maintenance
people like Culler, Cartwright, Young,
Waggoner, Whisenhunt, Barber, Rehder,
Fix, all were here, qualified, used to
working as a team, and ready to go.
So, in June, 1944, Piedmont filed appli
cation with the Civil Aeronautics Board
for authority to conduct scheduled local
service operations. Later in 1944, CAB
consolidated all applications in this area
into the now famous "Southeastern States
Case". When the Board announced its
decision in April, 1947, Piedmont was
the only carrier certificated from a group
of 16 applicants.
The first scheduled flight on the new sys
tem was flown on February 20, 1948,with
Leon Fox and "Horse" Dobbins in the cock
pit, and Bill McGee as purser. As soon
as practicable after that date, all other
segments were inaugurated, until by May
14, 1948, the system was in full swing.
But Piedmont far from stopped growing.
Newport News and Fayetteville were add
ed to the system in 1949, Myrtle Beach in
1950, Beckley and Knoxville in 1952,
Huntington in 1953, London-Corbin in 1953,
Bluefield in 1954, and Parkersburg and
Columbus in 1955.
piedmont's original certificate was grant
ed for a three year period, and on *Aay
26, 1952, the Civil Aeronaut ics Board
rendered a decision granting Piedmont a
renewal for a seven year term, longest
thus far granted to a local service carrier.
The Board's decision read in part, "The
record achieved by Piedmont is so out
standing as to merit special
recognition".
Business has grown as people came to know
and trust Piedmont service, and as the
fleet was expanded. In the first full month
of operation, March, 1948, the Pace
maker fleet carried 838 possengers. In
our best month to date, August, 1954,
Piedmont transported 31,893 passengers,
nearly 40 times as many in five times as
many airplanes. From a nucleus of 14
pilots, that group has grown to 122active
pilots.
Yes, Piedmont is growing, and will con
tinue to grow.Howard Cartwright began
his Piedmont experience as a line boy,
as did Eddie Culler, and Joe Fix, Bill
Barber started as a stock clerk. Red Wil
lard as a mechanic's helper, George Wil
lard as a purser, as was Bili .McGee,Capt.
Tom Orrell began as a line boy,CaptJomn
Goodson as a purser, Capt. A, E. Smith
as a mechanic. Dozens of pilots were
either instructors or students at Fixed
Base after the war, and have moved up
the ladder. Nearly all Piedmont Station
Managers have come up through the ranks,
as have most Chief Agents. Most supervi
sory maintenance personnel have risen
through the ranks,and the list keeps grow
ing.
Where will it end? No one knows for cer
tain. But one thing is sure. Piedmont pro
gress has provided a goal for every local
service carrier to shoot at. If will provide
a further goal in the years ahead.
THOUGHT FOR THE MONTH
Grow ye must, for growth and health
are partners,
Yes, grow ye must, for when growth
ceases, death begins.
Anonymous