CONDOR SYNDIKAT, GmbH.:  Germany/Brazil (1924

1927). Deutscher Aero Lloyd A. G., one of the forebears of Deutsche Luft Hansa, A. G. (DLH), the Hamburg trading company Schlubach Theimer, and SCADTA (Sociedad Colombo Alemana de Transportes Aereos, S. A.) establish the Condor Syndikat in Berlin on May 5, 1924. Given the opportunity, SCADTA Chief Dr. Peter Paul von Bauer subscribes 10% of Condor’s initial $200,000 capitalization. Fritz W. Hammer is appointed director general. The syndicate’s goals are the sale of German aircraft overseas, the support of SCADTA’s plan to set up an “interamericana” network between Colombia, Central America, and the U. S., and furthering Deutscher Aero Lloyd, A. G.’s ambition for transatlantic service from Europe to South America. To get around certain provisions of the Treaty of Versailles, 2 Dornier Wals, built by CMASA at Pisa, Italy, are purchased. Christened Atlantico and Pacifico, they are crated up and sent to Colombia by ship.

The two Dorniers, which are actually leased from the Condor Syndikat, arrive at SCADTA’s Barranquilla base in early summer 1925. They depart Rio Magdalena at Barranquilla on August 18 on a route proving and goodwill flight to the U. S. via Central America and Cuba. After calls at Cartagena, Cristobal, Puerto Limon, San Jose del Norte, Managua, Amapala, La Libertad, San Jose, Lake Amatitlan, Puerto Barrios, Belize City, and Cozunel, the flying boats arrive at Havana on September 19.

U. S. expedition leader von Bauer spends the first months of 1926 negotiating with Americans interested in financing intra-American service and with the U. S. government over traffic rights. The Pacifico is allowed to make a trial flight from Havana to Palm Beach via Miami. The negotiations fail and the Pacifico returns to Cuba. The Atlantico is crated up and returned to Germany.

Following the establishment of what would become Brazil’s VARIG Brazilian Airlines (Viacao Aerea Rio-Grandense, S. A.) at

Porto Alegre in midyear, its founder, Otto Ernst Meyer travels to Berlin in November to meet officials of the Condor Syndikat. In exchange for a 21% stake in the German-influenced airline, Meyer is sold the Atlantico. Having been shipped by DLH (Deutsche Luft Hansa, A. G.) back to Montevideo, the Atlantico is now reassembled and flown on to Buenos Aires.

On November 17, what would become the famous “Luther Flight” begins. Former German Reich chancellor Hans Luther, along with Director General Hammer and Herman Teegen, fly the Atlantico via Floria-nopolis, Sao Francisco, and Santos, to the Ilha das Enxadas, in Rio de Janeiro’s Guanabara Bay, arriving on November 27.

The Atlantico flies the Brazilian minister of transportation, Dr. Victor Kondor, to Florianopolis on New Year’s Day 1927. The flight is officially referred to as “the start of civil aviation in Brazil.” On January 26, the Condor Syndikat becomes the first airline company to get a concession in Brazil for passenger and mail operations on the coastal route between Rio de Janeiro and Porto Alegre. On January 29, with Otto Meyer as passenger, the Atlantico is prepositioned to Porto Alegre from whence, on February 3, it initiates the “Linha da Lagoa,” by flying down the Lagoa dos Patos lagoon to Rio Grande.

Although this is remembered as the inauguration of commercial aviation in the nation, regularly scheduled services do not begin until February 22, after the Atlantico has been overhauled. The first mail sacks are carried on the flight of March 28 and the flight of May 17 marks 50 safe missions. Meanwhile, VARIG Brazilian Airlines (Viacao Aerea Rio-Grandense, S. A.) is officially registered on May 7; it will receive its official concession on June 10.

Meanwhile, the newly received Condor Syndikat Junkers G-24 Ypi-ranga makes a proving flight from Porto Alegre to Rio de Janeiro on June 3, returning six days later. The Atlantico and its route are turned over to VARIG Brazilian Airlines (Viacao Aerea Rio-Grandense, S. A.) on June 15, following the it’s 65th flight over the “Linha da Lagoa”; since February, 800 passengers have been transported without mishap.

The Condor Syndikat officially ceases operations on July 1, but, in fact, continues flying for the remainder of the year while Fritz W. Hammer and Deutsche Luft Hansa, A. G. (DLH) work out plans with Brazilian officials for its replacement. A license for a route from Rio de Janeiro to Recife is granted by the government in on August 27 along with rights to operate flying boats between the island of Fernando Noronha, off the Brazilian northeast coast, and the mainland.

Two more Dornier Wals, the Santos Dumont and the Bartholomeu de Gusmao, are placed in service. On November 9, regularly scheduled, four-day Wal and G-24 flights are inaugurated from Rio de Janeiro-Porto Alegre, with an extension down to Rio Grande. By year’s end, 13 passengers have been carried on 2 flights to Recife and 160 on 22 services from Rio to Porto Alegre. On December 1, a new Brazilian company, Syndicato Condor, S. A. is registered as an airline.

CONGO AIRLINES, S. P.R. L. (CAL): 1928 Ave. Kabambare, Commune de Barumbu, P. O. Box 12847, Kinshasa, 1284, Democratic Republic of the Congo; Phone 243 (88) 46 947; Fax 243 (88) 00 235; Http://www. congoairlines. com; Code EO; Year Founded 1994. Express Cargo of Kinshasa forms the airline subsidiary Zaire Express, S. A. in 1994 to offer scheduled domestic and regional passenger and cargo services. Stavros Papaioannou is chairman with Jose Endundo as president. A workforce of 1,200 is recruited and revenue flights commence with 1 Boeing 707-358C Stratofreighter and 3 British Aerospace BAe (BAC) 1-11-500s.

Despite the civil war that will result in the replacement of the government of Zaire with a new Democratic Republic of the Congo, services continue in 1995-1996.

One each B-727-30 and B727-214 are acquired and destinations visited include Bauavu, Beni, Bunia, Butembo, Gbadolite, Gemena, Goma, Isiro, Kananga, Kindu, Kisangari, Lubumbashi, Mbandaka, and Mbuji-Mayi.

In the spring of 1997, after the rebel forces of Desire Kabila come to power, this most important privately owned airline in the Congo changes its name to Congo Airlines, S. P.R. L. (CAL). It also makes an unsuccessful claim on the traffic rights of defunct Air Zaire, S. A., which rights are instead passed to Lignes Aeriennes Congolaises, S. A. (LAC).

Services continue during the remainder of the year and into 1998. Destinations visited include Brussels, Bukavu, Gbadolite, Gemena, Goma, Isiro, Johannesburg, Kalemie, Kananga, Kindu, Kisangani, Lubumbashi, Mbandaka, and Mbuji-Mayi.

Civil war is renewed on August 2 and the Stratofreighter is seized on the ground at Goma as the fighting begins, along with a B-707F of Lignes Aeriennes Congolaises, S. A. (LAC). President Kabila receives support from Angola, Zimbabwe, Sudan, and Chad, while Uganda, Rwanda, and Burundi assist his opponents.

A number of charter pilots are also captured and they are required to fly military equipment and troops from Uganda and Rwanda to rebel positions in the eastern part of the country. In addition, the Stratoliners haul freedom fighters from their strongholds to points in the west, where they battle for towns held by forces loyal to Kabila.

Government forces suffer serious setbacks in their efforts to put down the rebellion and enemy forces move into the mineral-rich province of Eastern Kasai. Communities ranging in size from villages to cities the size of Kindu are surrounded, attacked, and often captured.

To assist in resupply efforts, anti-Kabila forces charge, the Kinshasa-government employs the civil airliners of LAC and CAL as troop transports. A rebel missile shoots down one of these, the B-727-30, over Kindu, 440 km. SW of Goma, on October 10. A spokesman for antigovernment forces claims that the aircraft, with 40 troops and military equipment, is downed while landing at the city’s airport from Kinshasa. CAL Chairman Papaioannou tells Reuters, Ltd. that the little Boeing with 3 crew and 38 passengers, primarily women and children, had been destroyed as it was taking off. Both sides agree that there are no survivors and the Kabila government asks the UN to condemn the downing.

Despite the conflict, in early November the airline is able to open a homepage on the World Wide Web. There it posts a message indicating that it is “searching after an aircraft Boeing 707-300 Cargo. Lease or Sale. Please make offer.”

During the first quarter of 1999, a hush-kitted B-727-227A, first operated by Braniff International Airways, is acquired.

Flights continue during the remainder of the year and into the new millennium. Destinations visited include Kinshasa, Lubumbashi, Johannesburg, Mbuji-Mayi, Kananga, Mbmdaka, and Gemena.

Political unrest continues in the nation during the first half of 2000. A large explosion rocks Kinshasa Airport on April 12 and three company aircraft are reported damaged.

CONGO AIRWAYS, S. A. See LIGNES AERIENNES CONGO-LAISES, S. A.

CONGO COMMERCIAL AIRLINES, S. P.R. L. See CITY CONNEXION AIRLINES, S. A.

CONGRESSIONAL AIR CHARTERS: 7940 Airpark Road, Gaithersburg, Maryland 20879, United States; Phone (301) 840-0880; Fax (301) 926-2340; Year Founded 1995. Monty Lilley establishes CAC at Montgomery County Airpark in 1995 to provide executive and small group passenger charters throughout the U. S. and to Bermuda. By 2000, the concern employs seven pilots and operates three Beech 58 Barons and a Beech King Air 90.

CONIFAIR AVIATION, LTD.: 800-8E Rue, Aeroport de Quebec, Sainte-Foy, Quebec G2E 5W1, Canada; Phone (418) 877-2934; Fax (418) 877-5638; Code RO; Year Founded 1979. Conifair is established at Aeroport de Quebec, Sainte-Foy, Quebec, in 1979 to provide seasonal charter services to regional destinations.

Operations continue apace throughout the 1980s and into the early 1990s with a fleet that grows to include 3 Convair CV-580s, 4 Douglas DC-4s, and 5 DC-6s. Aerial fire fighting becomes a company specialty.

While climbing along a steep hill near St. Anne-des-Monts on a water bombing service from Boneventure on June 26, 1989, a C-118A (a military DC-6A), with four crew, crashes; there are no survivors.

Victor M. Rivas is chairman/CEO in 2000 with John R. Walters as president/chief operating officer. The fleet now includes 1 CV-580, 4 DC-4s, and 5 DC-6s.

CONNECTAIR: United States (1984). Established at Santa Barbara, California, in the spring of 1984, Connectair inaugurates scheduled third-level passenger service on May 1 to Los Angeles, San Jose, and Las Vegas with a pair of Fairchild F-27s leased from Champion Spark Plug. The company cannot sustain operations and files for Chapter VI bankruptcy on October 11, halting all flights.

CONNECTAIR, LTD.: United Kingdom (1984-1988). Connectair, Ltd. is founded at London (LGW) by Robert Wright in early 1984 to provide charter and air taxi service with an Embraer EMB-110P1 Ban-deirante. Capitalization is provided by the Bank of England’s Investors in Industry, the U. K. Department of Trade and Industry, and the Quadrant Development Capital Fund. In late spring, the company joins the British Caledonian Commuter network of British Caledonian Airways, Ltd. (BCAL) and begins to fly scheduled services between London (LGW) and Antwerp in May.

In 1986-1987, the fleet is upgraded by the addition of a Shorts 330 and a Shorts 360 and revenue flights are inaugurated from London (LGW) to Rotterdam and from Manchester to Antwerp and Rotterdam. Following the takeover of British Caledonian Airways, Ltd. (BCAL) in December of the latter year, a code-sharing agreement is signed with the new owners, British Airways, Ltd. (2). Enplanements reach 65,000.

Airline employment stands at 45 in 1988 and, early in the year, Dus-seldorf is added to the route network from Gatwick. On June 17, the airline is purchased by Airlines of Europe, Ltd. for ?6.3 million, cash. Connectair, Ltd. is merged in July with Guernsey Airlines, Ltd. to form Air Europe Express, Ltd.

CONNELLAN AIRWAYS (PTY.), LTD.: Australia (19391970). On July 31, 1939, the Australian Post Office, the Department of Civil Aviation, and the Australian Flying Doctor Service grant subsidies to Edward J. Connellan to start a 17-point, every-two-weeks service in the Northern Territories between Alice Springs and Wyndham. With 2 Percival Gull 6s, the bush operation begins on August 8 with a mail-only flight; the initial route includes stops at Mount Doreen, The Granites, Tanami, Nicholson, Iverway, Victoria River, and Auvergne.

After five years of regular—if meandering—services, the operation is registered as Connellan Airways (Pty.), Ltd., on September 20, 1943.

Between 1944 and 1970, the carrier’s equipment is upgraded; many new small-plane types, such as Cessnas and Pipers, enter service. Additional local fields are served, including the Darwin-Goote Eylandt mission station service taken over from MacRobertson-Miller Airlines (Pty.), Ltd. on July 1, 1960. The route network exceeds 10,000 miles to about 100 tiny destinations.

In 1970, the carrier is renamed Conair (Pty.), Ltd.; flights in the Northern Territories continue.

CONNER AIR LINES: United States (1983-1991). F. A. Connor establishes this passenger and cargo charter operation at Miami (MIA) in 1983. Employing 4 Douglas DC-8-33s, 2 DC-8-62s, and 9 DC-6A/Bs, the 60-employee carrier undertakes nonscheduled passenger and cargo flights to destinations in the Caribbean and Latin America.

Although passenger charters will be dropped and the jetliners retired, Conner, otherwise, continues apace in 1984-1986, but offers no statistics for the period.

In 1987, the company reports to the U. S. DOT that it has flown 3,814,210 FTKs. Revenues reach $876,000, but costs are greater, and Conner loses $39,000.

Conner’s fleet in 1988 includes only 3 DC-6As. Cargo declines 36.3% to 2.33 million FTKs. Revenues also fall, by 24.7%, to $660,000 and both operating and net losses are the same: $26,000.

Freight traffic not only recovers, but skyrockets by 159.4% in 1989 to 6.05 million FTKs. Revenues jump 23.9% to $818,001, but costs leave an operating loss of $247,796. The net loss is $1,000 higher.

The previous year’s good traffic report brings a growth in capacity in 1990; added to the fleet are 3 DC-6As, 2 DC-7Fs, and 1 DC-8-33F. The expansion is a mistake as recession depresses rather than improves the air cargo market. In addition, the company faces a significant fine from the FAA in September for not submitting the drug testing plan required by the previous December 18 for all Part 121 carriers operating aircraft over 31 seats.

As of October, the carrier fails to respond to government inquiries. Cargo plunges 47.2% to 3.19 million FTKs. Revenues, however, grow by 63.7% to $1.33 million and expenses, up 20.4%, are controlled at $1.28 million. The operating profit is $56,634 and the net loss is cut to $4,243.

Conner flies a total of 1.36 million FTKs during the first half of 1991, a decline of 57.3%. The slump in traffic, together with continuing, if unspecified, difficulties with the FAA and recession-related fiscal loss, forces the company to shut down in late summer.

CONNIE KALITTA SERVICES: United States (1972-1998). This privately owned charter and contract service carrier is founded by world champion drag racer Conrad A. “Connie” Kalitta at Detroit’s Willow Run Airport in the fall of 1972. Outfitted with Beech 18s and Learjet 23s, the operator launches revenue services to various midwestern destinations in November. Operations continue apace during the remainder of the decade and into the next.

While on final approach to the airport at Kansas City on December 5, 1983, a Hamilton Turboliner freighter (converted Beech TC-45J) descends too fast and crashes into a railroad yard; the aircraft is destroyed by impact and fire and the pilot is killed.

In 1984, another Willow Run operator, Jet Way, is acquired, along with its fleet of DC-8s and DC-6s. As a result, the Kalitta workforce grows to 80 and the fleet comes to include 2 Douglas DC-8-54Fs, 2 DC-6As, 6 Learjet 23s/24s, 11 Beech 18s, and 3 Mitsubishi Mu-2s.

A DC-9-15 is purchased in 1986 and service continues apace in 1987. A Hamilton Turboliner takes off from Memphis on October 8 with its tail stand-used to prevent the aircraft from tipping on its tail while being loaded-still attached. When advised of this fact, the pilot turns to return to the runway. The aircraft, however, stalls and crashes, killing the flyer.

In 1988, the company purchases the fitness certificate of American International Airlines and makes plans to restart it.

The 260-employee airline in 1989 operates a fleet of 34 aircraft, including 2 DC-8-54Fs, 3 DC-8-51Fs, 1 DC-9-15F, 11 Beech 18s, 1 Mu-2, 1 Cessna 310, 4 B-727-100s, 6 Learjet 23/24s, and 5 Learjet 25s. Having returned to drag racing, owner Kallita, in his car the Running Hunter, becomes the first in his field to drive 290 mph.

A total of 199.62 million FTKs are flown. Revenues total $51.4 million and the operating profit is $10.3 million.

In 1990, the fleet is increased by the addition of 1 DC-8-54F, 1 DC-8-73F, 1 DC-8-63F, 4 DC-8-55Fs, 1 DC-8-52F, and 1 Cessna 310. Three B-727-100s are withdrawn. At 199.52 million FTKs, cargo traffic is level.

In 1991, the company is reformed into Kallita Group. The name of the new holding company’s airline division is changed to that of an earlier acquisition, American International Airlines (AIA). Meanwhile, charter services continue via the Connie Kalitta Flying Services unit.

Operations continue over the next seven years. Donald L. Schilling is president of the charter division in 1997. The company provides both passenger and cargo services from hubs at Willow Run Airport, as well as Morristown, Tennessee, Brownsville, and El Paso, Texas, with a fleet of 19 Learjets, 11 Volpar Turboliners, 3 Mitsubishi Mu-2s,

3  Hansa Jets, 1 Piper Cherokee Six, and 1 British Aerospace BAe (HS) 125-700 Hawker.

On September 22, Conrad Kalitta signs a letter of intent to combine the Kalitta companies with Kitty Hawk, Inc. Kalitta will receive 5.1 million shares of Kitty Hawk common stock, $22 million in cash, and a “significant management role” in the combined operation. At the same time and in a related transaction, Kitty Hawk Air Cargo, the airline operating subsidiary of Kitty Hawk, Inc., purchases 16 AIA B-727s for $51 million in cash. The first three aircraft will start flying under their new livery on October 1, with the remainder arriving at approximately one per month thereafter.

The next day, a public offering of 4.1 million shares of common stock are sold by Kitty Hawk. Net proceeds of the equity offering and proceeds from a $340 million offering of senior secured notes of the company (due in 2004) will fund the merger with Kalitta, retirement of existing debt, and for general corporate purposes. Late in the year, CKS and the other Kalitta concerns are officially acquired by Texas-based Kitty Hawk Air Group. All will be absorbed by the end of the first quarter of 1998.

CONQUEST AIRLINES: United States (1988-1997). After obtaining $1.5 million start-up capital, former Texas Airlines CEO Victor Rivas and his brother Rafael set up Conquest Airlines at Beaumont, Texas, in February 1988. An order is placed, and then cancelled, for 4 CAT 200 modified Beech King Air 200s. During March, Chairman/CEO Rivas receives Conquest’s Part 125 operating certificate from the FAA. A new order is made for 5 Beech 1900Cs, the first of which arrives at the end of the month, with the remainder delivered in April and May. Meanwhile, the first revenue flight is operated on April 14 to Austin.

With the other aircraft in hand, the company employs them during late spring and early summer in the inauguration of scheduled flights linking the company base with Corpus Christi. At the same time, orders are placed for 7 CASA/Nurtanio CN-235s. It is hoped they will arrive by August and allow the inauguration of services from Houston’s Hull Airport to Dallas (DAL). When their arrival is delayed, the Beechcraft are employed instead. A $922,000 net loss is suffered.

The 216-employee company goes public in May 1989, by which time

4  more Beech 1900s have been delivered. During the year, the schedule grows to include 90 departures per day from Beaumont to Abilene, Austin, Brownsville, Corpus Christi, Houston, Laredo, McAllen, San Angelo, San Antonio, and Tyler.

Passenger boardings reach 118,766 and revenues $5.57 million. Startup and operating expenses bring losses of $712,127 (operating) and $2.16 million (net).

In 1990, the carrier tenders takeover bids to GP Express and Exec Express II. Its own customer bookings accelerate to 156,658 and an

Operating loss of $1.6 million must be absorbed. Neither acquisition is completed by the 150-employee carrier. In 1991 the company returns its 9 Beech 1900s to their manufacturer, replacing them with 5 Fairchild Metro IIIs. The move leads to a court fight. Conquest Leasing, Inc. is formed on April 17.

Passenger boardings plunge 42.3% to 90,402 and revenues fall 26% to $6.1 million. Expenses drop 44.9% to $6.56 million and guarantee an operating loss of $464,446. Unhappily, a net $5.1-million net loss is suffered.

The legal matter with Beech is settled in Conquest’s favor in early 1992, at which point the carrier trades in its Metroliners and replaces them with 8 Beech 1900Cs, 2 Beech 1300s, and 1 Beech 58 Baron.

Customer bookings recover and grow by 15.3% to 104,249. Revenues descend 18.2% to $8.4 million while costs rise. As a result, the operating loss is $340,837. The $7.8-million Beech settlement allows the posting of a $6.9-million net profit.

From Birmingham, Alabama, on May 17, 1993, Conquest inaugurates four daily nonstops to Mobile, thrice-daily nonstops to Little Rock, and thrice-daily nonstops to Greenville and Spartanburg. On June 16, President Rivas’s company inaugurates daily nonstop roundtrips from Birmingham to Knoxville and Charleston, South Carolina.

In November, the carrier introduces a total of 21 daily nonstops from Sugar Land Municipal Airport at Houston to Austin, Dallas, and other Texas cities.

Overall, Conquest transports a total of 125,869 passengers, a 20.7% increase over the previous year.

Airline employment stands at 250 in 1994 and a new hub is opened at Austin, to which corporate headquarters are transferred. The fleet is altered again as 8 Metro IIIs replace the previous equipment. Flights also begin from San Antonio to the Mexican community of Monterrey.

Cofounder Raphael Rivas dies in June and the concern is merged with WICO holding Corp. of Niles, Illinois, a vending machine distributor. Flights to all locations outside of Texas are halted and, in September, WICO executives sell the aviation operations to a new group, Conquest Industries.

Still, customer bookings leap ahead by 27.7% to 160,730.

The fleet is reduced by one Metro III in 1995. Service is maintained to Sugar Land, Abilene, Corpus Christi, Beaumont/Port Arthur, McAllen, San Antonio, Tyler, and Dallas, but it is severely trimmed. In February, service to Austin is reduced to twice daily and on April 30 the flight to Houston is suspended altogether.

On June 30, Conquest Industries officials and executives from Air L. A. begin merger discussions. Given all the difficulties faced by the concern, it is not surprising that enplanements for the year plunge 43.7% to just 90,530.

The company files for Chapter XI bankruptcy protection in January 1996, listing liabilities of $1 million to $9.9 million and assets of $1 million to $9.9 million. Conquest continues to fly as it reorganizes.

In March, a letter of intent is signed with Air L. A. for purchase of that company. The deal is canceled in early April, but concluded, for $6 million and assumption of debt, on June 22. James A. McLean becomes chairman with former Wings West President William Hirsh is appointed interim president of the new subsidiary.

Passenger boardings recover and require the addition of 2 more Metro IIIs. Conquest comes out of Chapter XI on December 9 and is able to report that bookings have grown 7.1% during these 12 months to 96,962.

Chairman McLean is appointed president/CEO of the reformed Conquest in January 1997 and his fleet includes 7 Metro IIIs. Rigid financial controls are instituted, the budget is trimmed, and a number of new executives are appointed, including W. Daniel Shields, the vice presidentmarketing. By now, over 90% of the carrier’s customers are business travelers and an aggressive advertising and marketing program is undertaken by Shields to make certain that those numbers do not falter.

Destinations visited include Abilene, Austin, Beaumont/Port Arthur, Corpus Christi, Laredo, McAllen, San Angelo, San Antonio, and Tyler. Through the first quarter, McLean reports customer boardings of 21,657. Service from Austin to Tyler is offered five times a day as of June 23.

At the end of June, plans are announced for the inauguration of new or renewed services to New Orleans, Houston, Bryan, and College Station. These goals are not implemented as, once again, the company’s finances fail, forcing it to shut down in August. Attempts at revival will be made.

CONSOLIDATED AIR LINES: United States (1935-1936). After a year of hauling newspapers from San Francisco, Consolidated is formed as an airline at Alameda on July 1, 1935 to offer scheduled passenger flights to the state capital at Sacramento, replacing those formerly provided by Pacific Seaboard Airlines.

Employing a Fokker Model 8 Super Universal and a Buhl Airsedan, the carrier begins thrice-daily (except Sunday) roundtrip services in early September. The fleet is greatly enhanced by the addition of the Ford Tri-Motor 4-AT-16 on September 23. By year’s end, a total of 1,388 passengers and 91 tons of express have been carried.

Although services are maintained, traffic is so poor that the carrier must shut its doors in early November 1936.

CONSOLIDATED AIRWAYS (PTY.), LTD.: South Africa (19651966). Consolidated is set up by Louis Malan and other investors at Pietersburg in 1965 to operate nonscheduled flights throughout the northern Transvaal. Operations begin with 2 Piper PA-30 Twin Co-manches, 2 Cessna 210s, and 1 C-320 Skyknight. Service continues for about a year.

CONSORCIO AVIAXSA, S. A. de C. V.: Hangar 13, Zona “D” Zona Hangares, Apto. Intal Co de Mexico, Mexico City, 15520, Mexico; Phone 52 (5) 756-0650; Fax 52 (5) 756-455; Code 6A; Year Founded 1990. CA is set up at Mexico City on May 5, 1990 as a subsidiary of Aeroexo (Aeroejecutivos, S. A. de C. V.). Alejandro Morales Mega is chairman, with Eduardo Morales Mega as president. Revenue flights commence in September with a pair of Boeing 727-31s leased from the parent.

Charters (both passenger and cargo) and replacement services are flown on behalf of Aeroexo and by 2000 airline employment has grown to 375. The fleet now includes the original Boeings, plus 7 chartered B-727-276As. Destinations visited include Cancun, Chetu-mal, Merida, Monterrey, Oaxaca, Tapachula, Tuxtla Gutierrez, and Villahermosa.

CONSTANTA STATE AIRLINE: Zaporozhye Airport, Zaporozhye, 330013, Ukraine; Phone 380 (612) 604 323; Fax 380 (612) 688 423; Code UZA; Year Founded 1994. CSA is established in the early spring of 1994 to offer charter passenger and cargo services to domestic, regional, and international destinations. Viktor M. Gostishev is named CEO and is authorized to recruit a workforce that will eventually total 164. With 3 Antonov An-32s and 7 Yakovlev Yak-40s, revenue flights commence on June 1.

Service is maintained in 1995-1999. During the latter year, 11,000 passengers are flown. The company employs 164 workers at the beginning of 2000.

CONSTELLATION INTERNATIONALAIRLINES, S. A.: Belgium (1995-1999). E. Serimozu founds CIA at Brussels National Airport in March 1995 to operate passenger charters and inclusive-tour flights around Europe and to North Africa. Serimozu is chairman and C. H. Heinzman is named director general. A leased Boeing 727-2X3 is acquired and inaugurates nonscheduled services in April.

Operations continue apace in 1996-1998, during which years 2 Airbus Industrie A320-200s enter service and the Boeing is returned to its lessor. Enplanements during the latter year total 3.2 million.

Airline employment at the beginning of 1999 stands at 63.

Rising fuel prices and falling income force the carrier to cancel all flights as of December 4. After unfruitful deliberation as to the feasibility of a restart, the company shuts its doors the following week.

CONTACT AIR, LTD.: P. O. Box 5175, Fort McMurray, Alberta T9H 3G2, Canada; Phone (403) 743-8218; Fax (403) 743-8225; Code 3T; Year Founded 1995. Contact Air is set up at Fort McMurray in 1995 to offer regularly scheduled, third-level passenger and cargo services to domestic destinations, as well as on-demand charters. John Rodgers is managing director and he begins operations with a fleet of

2  de Havilland Canada DHC-2 Beavers, 3 Beech King Air 100s, 2 Piper PA-31-350 Navajo Chieftains, 1 Beech 99, and 1 Cessna 207A.

CONTACTAIR FLUGDIENST, GmbH. & CO.: Echterdinger Str. 30, Stuttgart, D-70599, Germany; Phone 49 (711) 1 676 541; Fax 49 (711) 1 676 565; Code VJ; Year Founded 1969. Contactair is established by Gunter Eheim at Stuttgart in 1969 to offer charter, air ambulance, and air taxi flights to surrounding West German communities. In 1974, the carrier begins scheduled replacement operations to Munster and Hamburg on behalf of the new Deutsche Luftverkehrsge-sellschaft, GmbH. (DLT). Services are maintained throughout the remainder of the decade and in the early 1980s the 40-employee company offers not only daily scheduled flights between Munich and Munster, but continues its charter and contract service work, with emphasis on executive flights.

A British Aerospace BAe Jetstream 31, the first production model, joins the fleet on December 15, 1982, followed by 2 more in 1983. The fleet in 1984 comprises 2 Gates Learjet 35As and 3 British Aerospace BAe Jetstream 31s.

In 1986, Managing Director Heinz Landes enlarges his fleet through the purchase of another Learjet 35A, a Beech King Air 90, and a Super King Air 200. A fourth Jetstream 31 is added in 1987. In 1988-1989,

3  new de Havilland Canada DHC-8-102s join the fleet, leased from Tyrolean Airways, GmbH.

A new group of replacement services are now offered on behalf of Deutsche Luftverkehrsgesellschaft, GmbH. (DLT) In 1990, the King Air 90 and all but 2 Jetstream 31s are removed as Europe’s first 2 DHC-8-301s enter service and 1 Super King Air 200 is purchased.

The fleet in 1991 includes 2 leased Jetstream 31s, 2 chartered DHC-8-102s, and 2 owned DHC-8-301s. Deutsche Luftverkehrsgesellschaft, GmbH. (DLT) changes its name to Lufthansa CityLine, GmbH. However, contract services for the major’s subsidiary continue as before.

Orders are placed in the spring of 1992 for 2 Dornier 328s and services are initiated from Munich to Lugano. Two DHC-8-311s enter service and, in December, a $14-million order is placed for another DHC-8-301.

Airline employment in 1993 stands at 185. While attempting to land at Paris (CDG) in darkness and fog on January 6, a DHC-8-301, inbound from Bremen on behalf of Lufthansa CityLine, GmbH. with 22 aboard, crashes short of the runway (4 dead). What would have been the fifth DHC-8, a Dash-311, is delivered in August.

The number of employees in the workforce falls to 170 in 1994 and the fleet includes 2 DHC-8-102s, 1 DHC-8-301, and 3 DHC-8-311s. One Jetstream 31 is removed and the second is subleased to the Danish carrier Sun Air of Scandinavia, A. S. As before, operations continue.

As Lufthansa CityLine, GmbH. moves towards all-jet status in 1995-1996, it turns over its Fokker 50s to Contactair, which in turn retires its DHCs and Jetstreams. In May of the former year, the carrier signs a franchise agreement with Deutsche Lufthansa, A. G. Wearing Team Lufthansa colors, Contactair operates flights for the major and Lufthansa CityLine, GmbH. from Stuttgart to Munich, Brussels, Cologne, Dusseldorf, and Munster. It also flies from Bremen to Munich and Paris and from Munich to Geneva, Paris, Marseilles, and Bologna.

By the beginning of 1997, President Eheim’s fleet, now largely operated in Team Lufthansa livery, includes 2 Beech King Airs, 1 Cessna Citation II, and 11 Fokker 50s. Lufthansa CityLine, GmbH.’s twelfth and final Fokker 50 is received late in the first quarter.

Flights continue in during the remainder of the decade.

CONTI-FLUG INTERNATIONAL AIRLINES, GmbH.: Germany (1964-1994). Conti-Flug is formed at Cologne by Baron von Ketteler in 1964 to operate international charters. Nonscheduled services are undertaken with a Hawker Siddeley HS 125 executive jet and are maintained for most of the next three decades. During those years, the fleet is upgraded by the addition of another HS 125, 2 Beech Super King Air 200s, 1 Canadair CL-601 Challenger, and 1 Learjet 35A.

A British Aerospace BAe 146-200 is leased in 1991 as Managing Director Markus Schacher’s German charter operator begins to provide dedicated British Aerospace BAe 146-200 weekday roundtrip charters on behalf of Airbus Industrie between Hanover and Toulouse. It also offers nonscheduled weekend incentive flights to Riga, Vilnius, and Venice. Negotiations are completed and an announcement is made that the carrier will become the third (actually, fourth) operator to begin scheduled services into the new London City Airport.

A second BAe 146-200 is purchased in May 1992, allowing flights to London (LCY) to begin from Berlin (Tempelhof Airport) on October 26. Conti-Flug is the first scheduled jet operator to do so. Flights to Riga and Vilnius are ended due to lack of traffic and increased insurance costs associated with doing business in volatile Latvia and Lithuania.

Airline employment in 1993 stands at 130. The company receives significant domestic competition from Deutsche Lufthansa, A. G., which also flies twice daily between Berlin and London (LHR), and begins to suffer financial difficulties. Still, 40,000 passengers are transported on the route to London City.

Continuing to suffer fiscal reversal in 1994, Conti-Flug begins to make changes in its executive management. Baron von Ketteler warns Managing Director Schacher and CEO Ernst von Dornberg that new sources of income must be found to avoid disaster. During the summer, the profitable shuttle service operated between Hamburg and Toulouse on behalf of Deutsche Aerospace is lost, along with aid from those few banks still offering support. As a result, the 30-year old airline ceases scheduled operations in September and files for bankruptcy.

CONTINENTALAIR, LTD.: India (1991). In light of the need for additional capacity on India’s short-haul routes, the government, in 1990-1991, encourages a number of small taxi operators to expand their operations and become regularly scheduled carriers. One of those electing to make the effort is Continental, which begins the provision of passenger services from Bombay during the latter year.

Employing a Boeing 720B and several Fokker F.27-200 Friendships, CA inaugurates services to Delhi, Hyderabad, Nagpur, and other points. Unable to achieve economic viability, the concern fails within months of start-up.

CONTINENTALAIR CHARTER: United States (1948-1953). John Belding forms CAC at Miami in 1948 to offer nonscheduled passenger and cargo flights throughout the eastern U. S., with special emphasis on service between Pittsburgh, Buffalo, and stops in Florida. Operations commence with Curtiss C-46 Commandos reconfigured for passenger seating.

Operations continue without incident until December 30, 1951, when a C-46 charter with 38 passengers is reported missing while on a Miami-Buffalo run. Government officials and the media report the aircraft as being down 100 mi. N of Pittsburgh, possibly in Lake Ontario. As searchers frantically seek survivors, a passenger, upon hearing the news, calls from Miami the next morning to report that the Curtiss has simply been delayed by mechanical repairs and will arrive in New York later in the day.

The false alarm is followed by a real tragedy a year later. En route from Pittsburgh to Buffalo on December 29, 1952, a C-46 with 40 aboard crashes near Salamanca, New York, in a blizzard (26 dead); George Albert, one of the survivors, is able to make his way to a farmhouse through the snow for aid.

Unable to survive the affects of this disaster, CAC closes down in 1953.