First-class conversion underway
Immediately following USAir’s decision last
May to convert its existing fleet to a first-class/
coach configuration, the clock started ticking. Al
ready, thousands of man-hours at both Piedmont
and USAir have been spent designing and speci
fying new dual-class cabin arrangements for
each fleet type. An equal amount of time has
been spent coordinating contracts with suppliers
to provide everything from aircraft seats to new
galleys and lavatories in time for installation
which began November 1, 1988,
In addition, every change planned among each
fleet type has to be fully documented before the
Federal Aviation Administration (FAA) can award
supplemental flight certificates authorizing the
changes. According to Garner Miller, USAir se
nior vice president-maintenance and engineer
ing, this tedious but essential part of the process
is an enormous task.
“The engineering effort that has gone into
redesigning the B737-300 galleys already has
consumed over 500 man-hours," he said. "And
in developing the documentation with the FAA,
engineers have spent 1,800 man-hours—that's
more than one man-year—for this project."
A cabin standardization project, which will
provide for common service for the entire com
bined fleet, will be accomplished during this pe
riod as well, according to Miller.
F28-1000—20 aircraft
4 first class/59 coach
Conversion period 1/89-2/89
F28-4000—25 aircraft
4 first class/64 coach
Conversion period 2/89-4/89
B727-200—44 aircraft
8 first class/143 coach
Conversion period 3/89-4/89
BAE-146 — 20 aircraft
4 first class/7 7 coach
Conversion period 2/89-4/89
Subsequently, the first-class conversion and
cabin standardization have been combined into a
single program.
Despite all of the complex scheduling and
months of lead time planning and preparation,
the actual physical installation began on sched
ule on November 1 with the first two fleet types,
the MD-80 and the B737-300,
Miller said that due to the larger number of
B737-300S, 53 aircraft, this conversion will be
the most difficult and the most expensive to ac
complish. In fact, the November start-up date
and the deadline of July 1989 for total fleet type
conversion are the key dates around which most
all other work has been scheduled to be conducted.
All the other conversions will occur between
November and July, with the exception of the
MD-80, which will be converted to a first-class
interim configuration between November and
mid-December 1989, he said.
“The MD-80 is a bit complicated in that it will
be done in two phases,” he said. “Phase I in-
B767-200—cross aisles will be added. 3737-400—8 first class/138 coach
210-passenger configuration will be maintained. lb be delivered in dual-class configuration
Frequent Flyer Program revised
Revisions in Piedmont's Frequent Flyer Bonus
Program became effective November 7. in anticipa
tion of the early 1989 merger with USAir The
changes, which created a "mirror-image" with the
USAir Frequent Traveler Program, included a sim
plification of the program's award structure, the
addition of new international partners, and an
ability to redeem awards on either of the two Jet
carriers of USAir Group.
Don Witte, director-marketing services, said that
some of the major changes in the program in
cluded the following:
• Piedniont and USAir domestic awards are
now interchangeable. Destinations and flight op
tions are dramatically improved for passengers of
both carriers. Bonus Program members are able to
redeem mileage awards on either carrier.
• y4 free roundtrip ticket at the 20,000 mileage
award level is now available for travel within the
east or west coast markets. A roundtrip between
any two points on the east coast requires only
20.000 miles, as opposed to the old award struc
ture's 30.000-mile requirement.
• First-class upgrade at the 10.000-mile award
level has been maintained. Piedmont Frequent
Flyer Progranj members are able to upgrade from
coach class to first class on Piedmont or USAir
(which will initiate first-class service next year) for
10.000 n-iiles.
• Additional international gateways and desti
nations with new airline tie-in partners Finnair.
Hawaiian Airlines. Northwest, Phillippine Air
Lines and UTA French Airlines are now available.
Although Piedmont's tie-in with TWA will be dis
continued December 1. 1989. the relationship with
British Airways will continue with even more op
portunities. For example. British Airways now
offers mileage credits and award opportunities on
all London Concorde trips, flights throughout Eu
rope. and from the U.S. gateways of Chicago. Dal
las/Ft. Worth. Houston. San Diego. Nassau and
San Juan. Travel awards to destinations in the
Orient. South Pacific, and Scandinavia are also
available.
• Mileage minimums have been adjusted. As
previously announced, njileage minimun^s for
Piedmont. Henson, and Piedmont Commuter
flights will be credited at the 750-mile level, and
hotels and car rentals at 500 miles.
Program members also have the option of select
ing awards from either the current roster of
awards or the revised program for one year. After
November 6, 1989. all awards will be distributed
according to the current program rules.
Additionally. Piedmont Frequent Flyer Bonus
Program members who travel in select U.S. mar
kets on the combined Piedmont/USAir system be
tween November 1. 1988. and January 31. 1989.
will be awarded extra bonus miles: 1,000 miles for
every flight into and out of Baltimore/Washington
International Airport, Charlotte. Cleveland. Kan
sas City, and selected other cities (includingflights
on Piedmont Commuters at BWI and Charlotte).
DC-9—74 aircraft
4 first class/104 coach
Conversion period 2/89-4/89
B737-200—23 aircraft
8 first class/102 coach
Conversion period 6/89-7/89
B737-300—53 aircraft
8 first class/120 coach
Conversion period 11/88-6/89
eludes the conversion to eight in first class and
133 coach. Phase II, starting in December, will
involve extensive cabin renovations which will be
completed by February 1990.”
Although all Piedmont fleet types are currently
in dual-class configuration, certain fleet type
configurations will be changed to be consistent
with USAir’s configurations. The first-class sec
tion of Piedmont's 20 F28-1000s and 25 F28-
4000s will be converted from 8 to 4 seats. The
B727-200s will be converted from 12 to 8 first-
class seats. Additional coach seats will be added
on the F28- 1000s and B727-200s.
Total cost for the entire first-class conversion
and cabin standardization program is about $37
million.
MD-80—31 aircraft
Phase I: 8 first class/133 coach
Conversion period 11/1-12/15
Phase II: 8 first class/135 coach
FlOO—20 aircraft
4 first class/99 coach
lb be delivered in dual-class configuration.
November 1988 • Piedmonitor