Crane establishes this privately owned operation at Mascot, New South Wales, in 1991 to offer both scheduled and chartered flights to Sydney, Cowra, Young, and Cootamundra. Revenue flights begin in October with 1 Aero Commander 500, 1 AC-600, and 1 Learjet 35A. Enplanements for the year total 5,700 and 300 pounds of cargo are carried.
Passenger boardings move ahead to 5,900 in 1992 and freight climbs to 350 pounds. However, the company is unable to maintain viability and shuts down in 1993.
CRESCENT AIR TRANSPORT, LTD.: Pakistan (1952-1954). Crescent Air Transport is formed in early 1952 to provide charter supply flights to Skardu and Gilgit from Karachi with de Havilland DH-89A Dragon Rapides. During the summer, daily service is initiated between Karachi and Sibi via Hyderabad, Nawabshah, Sukkur, and Jacobabad. These operations continue through 1953 and until the company is liquidated in December 1954. Company assets pass to Pakistan International Airlines Corporation when it is registered in March 1955.
CRESCENT AIRWAYS: 7501 Pembroke Road, N. Perry Apt. W, Hollywood, Florida 33023, United States; Phone (305) 987-1900; Fax (305) 987-1912; Http://www. crescentair. com; Year Founded 1962. George Nesmith establishes Crescent Airways, Inc. at Hollywood, Florida, in 1962 to serve as a Bell Helicopter service center, while providing charter flights from North Perry Airport to destinations in the Miami region. These operations continue without change for over two accident-free decades.
The company is taken over by Dean Shealy and Larry D. Stevens in 1984 and is restructured to concentrate on several key service areas, including EMS, electronic news gathering, environmental services such as pest control, fire suppression, utility line maintenance, fish-spotting, and aerial taxi work. Additionally, the company continues to serve as a Bell Helicopter broker, buying, refurbishing, and reselling used machines.
The fleet in 1985 includes 16 Bell 206L LongRangers and 206B Jet-Ranger IIIs. In November, the company obtains a Department of the Interior (DOI) contract for water-pollution control work in the state of Washington. Revenues for the year total $2.1 million.
Operations continue apace in 1986-1988.
In 1989, the company employs 10 pilots and 3 mechanics from a Texas base to fly 2 single-engine helicopters in energy industry support operations in the Gulf of Mexico. Two more helicopters are employed on this service, beginning in 1990-1991.
On January 2, 1992, the company is merged with Atlanta-based DME Helicopters, Inc. with the Crescent name surviving. Financing of the amalgamation is provided by Atlanta’s Barnett Bank and U. S. West Financial Services of Kansas City, Missouri.
Jack R. Hereth, DME’s owner and president, becomes the new firm’s chairman, with Crescent’s former CEO, Larry D. Stevens, as vice chairman. Dean H. Shealy, Crescent’s former president, is appointed presi-dent/COO of the new concern, the administrative headquarters of which are consolidated in Atlanta. The combined fleet now includes 21 Bell 206B JetRangers, 15 Bell 206L LongRangers, 14 Schweizer 300Cs, 1 Bell 212, 1 Sikorsky S-58, and 1 Eurocopter (formerly MBB) BO-105.
Following the devastation caused in south Florida by Hurricane Andrew in late August, nine helicopters are contracted to perform power and pipeline reconnaissance, news gathering, and other activities. In addition to offshore support, power line patrol, electronic news gathering activities, and other services similar to those provided in 1984, the company’s aircraft fly UN peacekeeping patrols in Croatia, spray crops in Nicaragua, harvest Christmas trees, and provide air transport support for sea trials of the USN’s Aergis guided-missile destroyers. The carrier is the seventh largest U. S. commercial helicopter operator with revenues for the year of $20 million.
Airline employment in 1993 stands at 139. The company’s fleet of 58 helicopters continues to undertake offshore support, external lift, utility patrol, charter service, and ag services, as well as a repair and overhaul business at Hollywood, Florida. A total of $560,000 is lost on the fiscal year.
On January 11, 1994, Crescent goes public, taking in more than $9 million in an initial public offering. A portion of the preferred shares issued to Larry Stevens and President Dean Shealy as part of the 1992 merger are redeemed for $2.8 million of the proceeds, while another $2.6 million is committed to the acquisition of upwards of 16 light helicopters.
In February, Chairman Hereth announces the accomplishment of a joint-venture agreement with Mexico City-based Heliservicios, S. A. The move allows Crescent to expand its offshore charter work with oil and gas companies in Mexico under the North American Free Trade Agreement. Thomas Remirez, formerly an Omniflight vice president, is appointed company president on March 1, with Ronald LeFleur as executive vice president.
Following the signing of a joint venture document in March with Caracas-based Petroleum Helicopters, S. A., Crescent, in April, supplies 2 Bell 206L LongRangers for use in natural gas and mining operations in Venezuela.
On June 1, Crescent, as the result of a May 6 decision, purchases the Hawaiian tour operations of Papillon Airways for $35 million; the new purchase is operated as a wholly owned subsidiary. It also takes over Kona Helicopters, Hawaii Pacific Helicopters, and Air Repair Hawaii, as well as Papillon Helicopters. A fatal AS-350B accident is suffered by Papillon in July; the disaster, plus engine problems, causes the new acquisition to ground its 13 aircraft for repair and inspection.
Having suffered two quarters of loss, the company is able to negotiate a standstill on its bank payments and seeks debt restructuring. In
October, Gene Erskine, president/CEO of the Papillon Hawaii operation is named Crescent CEO.
Operations continue into 1995 with a fleet that includes 24 Jet-Rangers, 20 LongRangers, 2 Bell 212s, and 4 Robinson R-22s. Unable to economically integrate the Papillon acquisition, which, in turn, cannot adjust to the FAA’s new operating rules in Hawaii, Crescent in early January finds itself in significant financial difficulty. It is loses a utilityline patrol contract, realizes lower margins on new Gulf of Mexico contracts, sees its insurance costs jump $1.52 million, and is unable to cover salary increases.
On January 13, a standstill agreement between the company and its creditors expires and CEO Jack Hereth is unable to find major new investment. Before the company suspends trading, its stock falls to 25 cents per share.
While in a cruise flight 800-ft. above a football field at Miami on January 28, the engine of a Bell 206L LongRanger with 3 passengers fails. The pilot is able to initiate an autorotation and to make a safe, if hard, emergency landing.
Crescent files for bankruptcy on February 4, but continues to operate with a $4.8-million package provided by First Union National Bank. The new arrangement provides needed working capital and replaces the company’s revolving credit. When the company’s quarterly report is filed at the end of March, it is revealed that Bell Helicopter Textron and Papillon Airways are the company’s two largest unsecured creditors. Crescent is now in default on $19.9 million in loans.
In May, the board of directors decides to liquidate the company’s assets rather than attempt to reorganize and emerge from bankruptcy. It will, however, attempt to keep Papillon Hawaii alive. Chairman Hereth resigns and is replaced by CEO Erskine. Operations cease on May 31.
In July, a line of credit is obtained from First Union Bank of Florida. It covers the cost of preparing a plan for the bankruptcy court that will explain how Crescent will liquidate its Part 135 operation, but keep Papillon Hawaii flying. The plan is not completed and Papillon Hawaii is closed down on September 5.
Crescent’s 30-plus JetRangers and LongRangers, plus 6 AS-350Bs and 2 JetRangers from PH, are disposed of by the end of September.
After a year’s absence, Crescent is reborn at the company’s original site in Hollywood, Florida, in January 1997. Again held by former owners Dean Shealy and Larry Stevens, the company applies to the FAA for a Part 135 license, which is granted at the end of February.
A line of credit is secured and the company is able to regain its status as an FAA repair station. Four Bell 206B JetRangers are acquired and, before the company resumes flying in March, it is able to place $6.5 million in sales with local corporate customers, electronic news gathering customers, maintenance, and parts buyers.
Low-key operations are continued into the new millennium.
CREST AIRLINES: United States (1967). Crest is established at Atlanta in early 1967 to provide scheduled air taxi flights to Dalton, Calhoun, and Tifton. Daily Aero Commander 500B roundtrips duly commence, but cannot be maintained beyond year’s end.
CRETAN AIRLINES, S. A.: Roussou Hourdiou 6, Heraklion, Crete, GR-71201, Greece; Phone 30 (81) 342 742; Fax 30 (81) 432 742; Code C5; Year Founded 1993. Cretan is established at Athens in the spring of 1993 to undertake ad hoc charter flights, primarily from German airports, to destinations in Europe, the Mediterranean, Africa, and the Mideast. Vasilis Plevris is named CEO and 2 Airbus Industrie A320-230s are acquired with which to launch revenue flights in June. En-planements during the remainder of the start-up year total 50,000.
In 1994, scheduled services are offered on Greek domestic routes. A pair of Dornier 328-110s, ordered in January, are placed into service during the second quarter and a third A320-231, leased from the Slovenian carrier Adria Airways, is acquired in midyear. The aircraft operate island routes as well as international services. Traffic figures are not available.
Operations continue apace during the remainder of the decade with no fleet changes. Destinations visited include Antofagasta, Catama, Chal-ten, Chillan, Concepcion, Copiapo, Iquique, La Serena, Los Angeles, Ovalle, Puerto Montt, Santiago, Talca, Temuco, Valdiva, Vallenar, and Vina del Mar.
CRILLY AIRWAYS, LTD.: United Kingdom (1935-1936). Crilly Airways, Ltd. is formed by Leo Crilly on March 9, 1935; initial capitalization is ?12,000 and the first aircraft is a de Havilland DH 84 Dragon christened Spirit of Doncaster. The Dragon inaugurates company operations on March 11, flying Doncaster to London (Croydon). Additional DH-84s are acquired and on April 2, twice-daily Leicester to Bristol and Norwich flights are started. Thrice-daily Nottingham-Leicester and return operations begin on May 18.
During June and July, twice-daily Nottingham and Leicester to Skegness frequencies are provided. Sunday-only flights are offered Norwich-Ramsgate via Ipswich and Southend, beginning on July 7 and run until September 30. Meanwhile on August 1, twice-daily Leicester to Liverpool service begins. The fleet by summer’s end comprises 2 Dragons and 3 Monospar ST.25s.
On October 1, daily frequencies are offered from Leicester to Norwich and London (Croydon), to Bristol, and to London (Croydon) direct. During the fall, company officials formulate plans to offer regular service to Lisbon and, later, from there to Gibraltar and West Africa.
When the scheme is brought to the attention of Prime Minister Stanley Baldwin, he prepares a letter of introduction and support to the Portuguese prime minister, which is flown to Lisbon by a Crilly Dragon. On December 13, a contract is signed with the Portuguese government for delivery of mail over a route from London to Lisbon. Orders are now placed with KLM (Royal Dutch Airlines, N. V.) for the purchase of 4 of its surplus Fokker F-XIIs.
Flying one of the newly delivered Fokker F-XIIs, pilot G. S. Jones-Evans undertakes a London-Lisbon proving flight on February 1-2, 1936, a night stop being made at Madrid. At the Portuguese capital, the aircraft is christened Lisboa (Lisbon) by the granddaughter of the nation’s president. With a mail cargo, the Lisboa returns to London (Croydon) via Madrid and Bordeaux on February 4. Spanish refusal to grant overflight rights doom start-up of regular services and, consequently, the two delivered Fokkers and the manufacturing positions for the two being built, are sold to the new British Airways, Ltd. (1) at month’s end. Two months later, the company’s foreign routes are also purchased by the first BA.
Domestic services, however, continue and a Bristol to Bournemouth service is launched in July. Unable to survive financially following the start-up failure of the Portuguese venture, the company ceases trading on September 9 and enters receivership.
CRIMEA AIR: Simpheropol Airport, Crimea, 333902, Ukraine; Phone 38 (0652) 28 54 81; Fax 38 (0652) 27 22 88; Code OR; Year Founded 1994. Crimea Air is established at Simpheropol Airport in late 1994 to offer scheduled regional passenger and cargo services. Vladimir Anufrief is named managing director and he begins revenue flights with a fleet that comprises 8 Antonov An-24s and 4 each An-26s and Tupolev Tu-154s.
Enplanements in 1995, the first full year of service, total 232,693. The workforce stands at 2,000 in 1996 and the company’s 14 aircraft continue to provide feeder service for Air Ukraine out of the Crimea, transporting a total of 222,036 passengers, a 4.8% decline.
During 1997, the employee population is reduced to 500. Customer bookings plunge 27.1% to 161,788.
Business continues to decline during 1998. Passenger boardings plunge 47.5% to 81,000.
They fall again in 1999, dropping all the way down to 65,000.
By the start of 2000, 3 Tu-154s have been withdrawn and 1 Yakovlev Yak-42D added to the largely Antonov-equipped fleet.
CROATIA AIRLINES: Savska 4A, Zagreb, Zagreb County, 10000, Croatia; Phone 385 (1) 616-0066; Fax 385 (1) 530 475; Http://www. ctn. tel. hr/ctn; Code OU; Year Founded 1989. Organized as Zagal (Zagreb Airlines) at Zagreb, Yugoslavia, in 1989, this company is renamed as the flag carrier of the new Republic of Croatia on July 23, 1990. Shareholding is divided between INA (27.1%), Zagreb Airport (14.2%), Croatian Privatization Fund (9.5%), Enikon (8%), Coning (7.3%), and private investors (8%). Offices are also opened in Split, Dubrovnik, Zadar, Pula, and Rijeka, as well as in Amsterdam, Frankfurt, Zurich, London, Paris, Rome, Sarajevo, Skopje, and Vienna.
President Matija Katiijik recruits a 100-person workforce and a fleet comprising 2 McDonnell Douglas MD-82s wet-leased from Adria Airways. In addition, 2 each Cessna 310s and 402s operate all-cargo services on behalf of DHL Airlines and UPS (United Parcel Service).
A total of 29,000 FTKs are flown during the year and revenues total $950,000. Profits are $150,000 (operating) and $30,000 (net).
Passenger services are inaugurated with the MD-82s on May 5, 1991 over a number of domestic and international routes previously operated by JAT (Jugoslav Airlines). Among these are those to Germany and Switzerland, flown as Croatia migrant worker charters. Croatian airspace is closed by United Nations embargo in September. Operations are suspended and the MD-82s are returned to Adria Airways to keep them from harm during military action. The operating base at Zagreb is, also, temporarily transferred.
Enplanements total 139,975 and revenues are $6.7 million. Expenses are significant and a $2.88-million operating loss is suffered.
When the country’s airspace is reopened to commercial activities on April 1, 1992, JAT (Jugoslav Airlines) remains under UN sanction. Croatia, which is prepared to resume operations with a new fleet of 3 Boeing 737-230s, leased from Deutsche Lufthansa, A. G., for international flights and 1 Cessna Citation II, 1 Cessna 310R, and 3 Cessna 402Cs for domestic routes, prepares to take over the services of the dormant flag carrier.
Services are resumed on April 5 for nine months and destinations visited from Zagreb include Stuttgart, Pula, Rome, Munich, Paris, London, Moscow, Dusseldorf, Frankfurt, Amsterdam, and Berlin. During its period of operation, blocked space is also provided to Air France on company flights from Zagreb to Paris.
Passenger boardings climb 53.6% to 215,000 and a total of 1.2 million FTKs are flown. The profit picture is mixed as the carrier earns a $683,000 operating profit, but suffers a net $2.9-million loss.
In 1993, President Katiijik oversees a workforce of 422, up 54.6% over the previous year. Two more chartered B-737-230s arrive from Germany and are joined on short-haul and regional routes by a pair of Avions de Transport Regional ATR42-300s.
On May 15, twice-weekly B-737-230 flights begin from Pula and Manchester, England. In July, new service is introduced from Pula to Split and Dubrovnik and from Krk to Zagreb, Split, Dubrovnik, Bratislava, Budapest, and Prague.
Brussels, Copenhagen, Skopje, Stuttgart, and Tirana also join the route network in the fall as the Yugoslav civil war slackens.
Customer bookings skyrocket 98.7% to 473,462 and cargo balloons 103.2% to 2.58 million FTKs. Revenues jump a spectacular 124.5% to 60.2 million and expenses rise 121.2% to $57.8 million. The resulting operating surplus is $2.4 million, but, unhappily, the net loss swells to $3.6 million.
Airline employment is cut by 5.2% in 1994 to 400 and flights begin to Istanbul. The number of European destinations served now totals 32. During the summer, dual-designator service begins with LOT Polish Airlines, S. A., employing a Polish ATR72-200 over a route from Zagreb to Warsaw.
Passenger boardings increase another 39.5% to 660,600 and freight accelerates by 26.1% to 3.24 million FTKs. Revenues skyrocket 43.1% to $83.48 million and with expenses up only 35.8% to $73.88 million, there is an operating profit of $9.59 million. The net loss improves to $2.13 million.
There is no change in the workforce during 1995. Enplanements inch up 2.6% to 678,805 while cargo is up an almost equal 2.3% to 2.4 million FTKs. Revenues rise 13.7% to $95.4 million and costs are such as to allow an operating gain of $4.65 million. There is, however, a net loss of $3.4 million.
Airline employment is increased by 13.6% in 1996 to 661. During the summer, flights are begun to Mostar and Sarajevo when their airports are reopened to civil operations. Destinations now visited include Amsterdam, Berlin, Bol, Brussels, Copenhagen, Dublin, Dubrovnik, Dussel-dorf, Frankfurt, Istanbul, London, Moscow, Munich, Paris, Prague, Paula, Rome, Skopje, Split, Stockholm, Stuttgart, Tirana, Vienna, Zagreb, Zadar, and Zurich.
Discussions with Boeing are well underway when, in early December, they are broken off. It will be reported in the January 6 issue of World Airline News that the U. S. government is to blame. A source at Croatia Travel Agency reports that after the U. S. begins complaining to Croatian President Franjo Tudjman concerning democracy issues, Tudjman retaliates by diverting the airline’s CEO Katiijik from Boeing to Airbus.
Customer bookings ascend 24.4% to 823,010 but only 2.26 million FTKs are operated, a 3.5% decrease. Still, operating income jumps 19.5% to $113.96 million and costs are up 11.3% to $100.96 million. Operating profit quadruples to $12.96 million and a net $4.16-million profit is reported, a figure later revised to just $103,000.
The workforce grows 18% in 1997 to 801. On January 21, orders are placed for 2 Airbus Industrie A319s, with options taken for 3 more. The new planes will be delivered early in 1998. Six new markets are opened, including Madrid and Sarajevo.
A dual-designator service from Malaysia Airlines, Ltd. and Swissair, A. G. begins on October 30 on thrice-weekly B-777-2H6 IGW stops from Kuala Lumpur to Zargreb via Vienna. In the afternoon of the welcoming ceremony, Malaysia and Croatia Airlines sign a code-sharing agreement for the Zagreb-Vienna sector.
Passenger boardings climb 5.2% to 865,757 (of which 300,000 are foreign tourists), but cargo declines by 10.8% to 2.02 million FTKs. Operating revenues drop 5.3% to $107.93 million as expenses jump 16% to $117.19 million. From profitability, the company now suffers losses: $6.02 million (operating) and $21.62 million (net).
The first A319-112 is delivered at Hamburg on January 21, 1998 and allows the initiation of scheduled service to Tel Aviv and Moscow. The second A319-112 arrives on June 4 and is pressed into service to take the heat off passenger traffic to the Adriatic coast in the height of the tourist season.
Customer bookings increase by 6.2% to 919,000, but cargo traffic dips 1.9% to 1.98 million FTKs. Revenues inch up 1% to $110.43 million, while expenses fall 1.1%, but still total $114.1 million. The operating loss improves to $3.67 million, while a net loss of $2.2 million is also suffered.
The fleet in 1999 includes the 2 A319s, 4 B-737-230s, and 3 ATR42-320s. Airline employment is 845, a 6% increase over the previous year.
On March 24, in anticipation of air strikes by NATO countries against Serbian military targets in a campaign for an independent Kosovo, Croatia halts all scheduled service from Zagreb into Belgrade, Rome, and Tel Aviv, and closes its airspace. A spokesman, in making the announcement, indicates that the situation will be evaluated further toward evening; however, that evening, Operation Allied Force, the bombing attack on targets in Serbia and Kosovo, begins.
After closing its airspace for two nights and a day, Croatia reopens all except one coastal airport on March 27, enabling resumption of civilian air traffic by its own airline and foreign carriers. Croatia Airlines must, however, change flight times to allow planes to make roundtrips before Split and Dubrovnik airports close at 5 p. m. each day.
Pula Airport is reopened on March 30 and service from Zagreb to Rome and Tel Aviv is resumed on March 31; flights to Belgrade remain suspended for the duration of Operation Allied Force.
The NATO Stabilization Force (SFOR) on April 13 reopens the airports at Sarajevo, Mostar, and Banja Luka for daytime flights only.
Croatia Airlines resumes flights to Sarajevo on April 15 and to Mostar four days later.
Operation Allied Force is over on June 11. Days later, a third A319-112 is acquired. On June 18, the company receives its first A320-214, which is christened Dubrovnik and is assigned to medium-haul European routes.
On July 1, the carrier signs a code-sharing document with Iberia Spanish Airlines (2) (Lineas Aereas de Espana, S. A.) that covers flights between Zagreb and Barcelona.
Customer bookings are level for the year at 864,000, while cargo traffic actually declines, dipping 0.9% to 1.75 million FTKs. Losses of $13.5 million are suffered.
On April 12, 2000, a Flightline, Ltd. British Aerospace BAe 146-200 begins wet-lease flights on behalf of the carrier for the summer season. The charter had been arranged by Airbus Industrie to cover the late delivery of another A320. On July 1, dissatisfaction with the airliner causes it to be returned.
Daily A320-214 roundtrip service is resumed from Zargreb to Brussels on October 29, but is halted between Zargreb and Madrid.
CROMWELL AIR LINES: United States (1929-1931). Cromwell Air Lines is founded at Dallas, Texas, in the fall of 1929 to offer scheduled passenger flights to San Angelo. Employing a single Stinson, the new entrant begins service in November. Operations continue until October 1931.
CRONUS AIRLINES, S. A.: 517 Vougliamenis Ave. & 1 Agimos Street, Athens, GR-16341, Greece; Phone 30 (1) 995 6400; Fax 30 (1) 995 6405; Http://www. cronus. gr; Code X5; Year Founded 1994.
J. Manftas sets up Cronus at Athens in 1994 to offer international charter services. Revenue flights commence with a single leased Boeing 737-33Ain April 1995.
Operations continue in 1996-1998. During these years, a workforce of 400 is recruited and bases are also established at Thessaloniki and Heraklion. Hooked up to a reservations system network employed by major airlines, the company also operates 14 booking and ticketing agencies. The fleet is increased by the addition of two more chartered B-737-33As and a B-737-4Y0.
Cronus begins flying from Thessaloniki in November 1996 to Frankfurt, Munich, Dusseldorf, Cologne, and Stuttgart. In July 1997, London (LHR) joins that list. In April 1998, service is launched from Athens to Paris (CDG), while in December, daily service is initiated to Heraklion and Rhodes.
A majority stake in the airline is purchased on December 28, 1998, by Athens-based Attica Enterprises, S. A., a Greek ferryboat operator. Enplanements reach 500,000 and generate revenues of $53 million.
A leased B-737-453 enters service in 1999 as orders are placed for the delivery of a Next Generation B-737-700 in 2001 and a NG B-737-800 in 2003. In May, service is started to Chania; flights to Rome (FCO) begin on July 1.
New service is initiated from Athens to Kavala and Mitilini in the fall of 2000. Domestic frequencies are increased to Thessaloniki and Heraklion.
World History
