The Convair Conversions

In August of 1966, North Central Airlines began converting its 31 Convair 340's/440's to 580 prop-jets. The first converted 580 was received in January of 1967 and was used extensively for pilot training and familiarization. Then, on April 1st, 1967, North Central officially entered the 'jet age' with the Convair 580 joining in passenger service.

The conversions were performed by PACAERO (Pacific Airmotive Corporation) of California, where the piston engines were removed, replaced by the Allison 501-D13 turbine engines along with the famous 'paddle wheel' Aeroproduct 606 propellers. Along with the engine changes came a heightened tail, by one foot, to accommodate for the more powerful engines. Many cockpit changes and additions were made as well, especially a Collins automatic pilot and dual flight directors.

After the conversions were performed, the aircraft were flown back to MSP for 'face lifting,' where new interiors were added along with the new aqua and gold paint scheme. A total conversion would normally take about a month from start to finish.

Of note is just how close Hal Carr and North Central came to buying a conversion with Rolls-Royce engines instead of Allisons. According to Ceiling Unlimited (The Story of North Central Airlines, page 184) The British powered version was called the Convair 640. NCA Maintenance favored the 640 because of the British engine's reputation for reliability, but Flight Operations preferred the more powerful Allisons, and Mr. Carr went along with that recommendation - a wise choice, it developed, because the 640 eventually had to operate under severe restrictions that reduced its usefulness.

The conversion to 580 was so successful, both with passengers and with maintenance and fuel costs, that Mr. Carr expanded conversions to have the entire fleet of Convairs converted to 580 as soon as possible. Of note, shortly after the first 580's began service with North Central, the first DC-9 joined the fleet on September 8th, 1967, beginning the all jet fleet that North Central would rely on for another 12 years before the merger with Southern to form Republic.

I've added a few photos of the conversions taking place at PAC in California, compliments of Steven Pinnow. Aircraft shown are N2046, N90858, N7743U and N4811C. Also added is N4285C, '549', which was the first conversion to 580. Enjoy!

Updates coming...

Hello everyone, I will be posting more photos, stories and other 'goodies' soon...stay tuned! :)

Skip Powell story 'finale'

Hello all! I've been in contact with Skip Powell, who has graciously given us a wonderful background into his history and career with North Central Airlines. As many of you will see, Scott at www.hermantheduck.org has added Skip's story IN FULL under the 'Stories' heading. It's been my pleasure to add Skip's story to the blog for our readers but feel it would be better served and read, in full, on www.hermantheduck.org. Please visit the site for Skip's continuing history, and thank you for reading!

Herman The Duck

Hello everyone! I'm pleased to announce that Scott, over at www.hermantheduck.org, has updated his site as of yesterday. Skip Powell's full story has been added along with the fleet histories of the DC-9. Stop by and check it all out!!

Skip Powell part nine

"Yet a single man, by now a battered, seasoned SA after some 14 months at ATY, I exercised my ALEA union rights. I became a Relief Station Agent, reporting to GO-Chaired Dave Padrta, The Assistant to Superintendent of Stations, Mr. Robert Baker. I left SM Sherman behind, I witnessed no tears, perhaps with less hair. We would meet again in Michigan. His June 14, 1969 memo to my next boss stated (to wit) 'a good agent in almost all aspects, except etc etc.'

But first, during those heady airline days, many station people and all Stewardess's (longest word in the dictionary typed only with left hand) were young-young boys and girls. Thus, hook-ups were not rare. Being a single man in ATY, with each passing flight, I 'interacted' with equally young, single Stewardess. those were nice, young ladies who served warm smiles, along with coffee, tea, bouillon and those 4-pack cigarettes, in later times doughnuts and rolls were added. Often across the open door to their favored SA's they would pass 'some' - in unused gift bags.

Time during three minute stops was brief, but often productive. One day, while guarding the airstair door, I looked up at a blond, blue eyed 'lassie' clad in blue. She later enticed me to marriage, even paid the $3 license fee. I freely admit it was influenced on her near by parents farm, where on Thanksgiving the table was loaded - what 'living, breathing' youngster would forsake those meats, taters and pies upon that table.

So, I departed ATY in 1960, taking with me lasting memories and a soon to be lifetime partner.

Many changes have taken place since departing ATY. Many can be considered progress, BUT some, well, consider these comparisons. (Per Consume Price Index-CPI). A 1960 dollar compared to $7 in 2007. The combination of money value and the ill conceived 'Airline Deregulation' is here illustrated:

CHI-DTT 1960 NC DC-3 2 stops, schedule time 2hrs. OW fare $17.90 (2007 CPI $125.30) 2008 AA Jet Nonstop, schedule time 1hr 25 mins. OW fare $250.00

CHI-DLH 1960 NC CV340 1 stop, schedule time 2hrs. 5 mins. OW fare $34.35 (2007 CPI $240.45) 2008 NW Jet 1 stop, schedule time 2hrs. 8mins. OW fare $932.00 (No nonstop service)

CHI-DHL after July 1960 was nonstop CV 340 Dinner Service. The future ain't what it usta be!!

Some 20+ years later, I visited ATY. There sat my ole cohort SA Verlyn Nordseth. Watertown Terminal changes had been made, but the table top 'worn spot' remained-there Verlyn was resting his heels. Verlyn was a good-ole-boy, like his WWII Aviator brother, NC Capt. Ordell Nordseth (RIP, Jan. 2009).

Capt. Nordseth, on a foggy December 1972 night, had just begun his DC-9 roll down a Chicago O'Hare runway. Suddenly, a Delta Convair 880 appeared directly to his front, an unauthorized crossing of his runway. His premature liftoff almost cleared the CV-880 - almost. His extended gear bounced off the CV-880 top, crashing back to the runway - beyond the CV-880 - fire broke out.

Passengers were evacuated. Capt. Nordseth crawled the aisle to insure all passengers were off, he was the last off his plane. While he thought all people were off, they weren't. Due to the black, oily smoke filling the cabin, several missed exits, ending up in the biff and cockpit. If the Captain of the A-320 landing on the Hudson River (February 2008) was a hero (and he was), for sure Captain Nordseth is equally so. I understand these fatalities, became the driving force behind aisle floor lights on current day aircraft.

I appreciate what a harrowing experience it is to be surrounded by black, boiling, oily, stinking smoke, which is what Captain Nordseth endured. Early on a sub-zero, windy ATY Sunday morning, a nearby equipment building was on fire. Thinking I could rescue something, I opened the door and stepped inside. It was my first time dealing with black, churning smoke - I let it burn."