CAUSA (COMPANIA AERONAUTICA URUGUAYA, S. A.): Uruguay (1936-1967). Uruguayan industrialist Luis J. Superveielle forms CAUSA at Montevideo on December 29, 1936. With initial capitalization of a million pesos (approximately $550,000), the new entrant acquires a pair of Junkers Ju-52/3m floatplanes from Germany. Christened El Uruguayo and El Argentina, they are used to inaugurate daily service to Buenos Aires on March 12, 1938.
The route is extended beyond Montevideo to Punta del Este in January 1940. Colonia, opposite Buenos Aires, becomes a destination in 1943.
In 1946-1962, in cooperation with first Dodero shipping line subsidiary ALFA (Aviacion del Litoral Fluvial Argentino, S. A.) and after 1949, its state-run successor, Aerolineas Argentinas, S. A., CAUSA runs twice-daily turnaround flights between the two national capitals. This service is initially undertaken by 3 Short S.25 Sunderland 3s and later 2 ex-British Overseas Airways Corporation (BOAC) Short S.25 Sandringham 7s.
Although a Sandringham 7 is lost on October 22, 1955 and a Sunderland 3 on September 11, 1956, the route proves successful enough for the carrier to add a third Sandringham flying boat, along with 4 Curtiss C-46 freighters.
Facing increasingly stiff competition from the Douglas DC-3s and Vickers Viscount 745s of PLUNA (Primera Uruguayas de Navega-cion Aerea, S. A.) and Curtiss C-46s of ARCO (Aerolineas Colonia, S. A.), the latter offering coach-air service, CAUSA’s finances and service begin to deteriorate. Despite the addition of 3 former KLM (Royal Dutch Airlines, N. V.) Lockheed L-749A Constellations in 1963, the carrier cannot maintain its viability and suspends operations in 1966.
In 1967 , an effort is made to restart operations as backers apply to the Dynalectron Corporation for the lease-purchase of 3 Lockheed L-1049H Super Constellations, including one once flown by Resort Airlines. The company again encounters financial difficulties and this time the Uruguayan government cancels its operating permit at year’s end.
CAUSEY AVIATION SERVICE: 6120 Smithwood Rd., Liberty, North Carolina 27298, United States; Phone (910) 685-4423; Fax (910) 685-4419; Year Founded 1967. B. Winfield Causey Jr. sets up this concern as an FBO at Liberty, North Carolina, in 1967. Simultaneously, executive and small group passenger charters are also undertaken.
Thirty-three years later in 1998-1999, Causey employs seven pilots and operates the following aircraft from Causey Field: a pair of Beech King Air 100s and Cessna 550 Citation IIs, plus one each Super King Air 200, Beech 58 Baron, and Piper PA-325 Navajo.
CAVE (COMPANIA AEREA VIAJES EXPRESOS, S. A.): Venezuela (1992-1994). Established as an air taxi at Caracas in 1987, CAVE begins to undertake scheduled passenger and cargo commuter flights to surrounding destinations beginning in early 1993. Managing Director Dr. William Pacanins’s fleet comprises 3 Cessna 402Cs, 3 Swearingen Metro IIIs, 1 Britten-Norman Islander, and 1 Britten-Norman Trislander. A fourth Metro III arrives in 1994, just before the company shuts its doors.
CAVSA (COMMUNICACIONES AEREAS DE VERACRUZ, S. A. de C. V.): Mexico (1934-1945). At Jalapa, capital of Veracruz state, Francisco “Pancho” Buch de Parada forms CAVSA in early 1934. A number of route concessions are obtained within the state, which the owner begins flying with a bright red Fairchild 71 christened El Es-pinazo del Diablo (The Devil's Backbone).
During the late 1930s, the fleet is upgraded by the addition of Pilgrim 100s and multistop service is inaugurated to Puerto Mexico. Two Curtiss Condor IIs are added in 1940.
William T. Churchill Morgan purchases CAVSA in June 1943 for
575,000 pesos. Immediately, the new owner purchases Garrett “Peck” Woodside’s Compania Aeronautica del Sur, S. A. de C. V. Lockheed Model 10 Electras are placed in service. In 1945, Morgan changes the carrier’s name to ALASA (Aerovias Latino Americanas, S. A.).
CAYMAN AIRWAYS, LTD.: P. O. Box 1101, Grand Cayman, Cayman Islands; Phone (809) 949-8200; Fax (809) 9497607; Http://www. cayman. com. ky/com/cal/index. htm; Http://www. caymans. com/~caymans/cayman_airways. html; Code KX; Year Founded 1968. Cayman Brac Airways, Ltd., founded by LACSA (Lineas Aereas Costarricences, S. A.) of Costa Rica in 1955 to operate a feeder service on behalf of British West Indies Airways, Ltd. (2), is reorganized by the Cayman Islands government in July 1968 to form the present carrier. Shareholding is divided between the government (51%) and LACSA (Lineas Aereas Costarricences, S. A.) (49%). Services to Jamaica are maintained with a British Aircraft Corporation BAC 1-11409 leased from the airline partner.
In 1971, Cayman is designated the U. K. carrier to serve the Miami-Grand Cayman route under the Bermuda Agreement between Britain and the U. S. Flights over the new route commence and operations continue apace through 1976.
During these years, LACSA upgrades its BAC contribution to Cayman, providing the Arenal, a chartered DASH-531 that operates under the name Cayman Progress. The British-made jetliner flies from Georgetown to Kingston, Miami, and later, to Houston.
For the winter season of 1977 that begins in October, a Douglas DC-9-15RC is leased from Air Florida.
In December, the government purchases the LACSA (Lineas Aereas Costarricences, S. A.) interest and the carrier becomes state-owned and operated.
The domestic route of Cayman Brac, Grand Cayman, and Little Cayman is maintained in 1978 with a Britten-Norman BN-2A Trislander and a Douglas DC-3. The Air Florida Douglas is returned in March. A Douglas DC-6F is employed on an all-cargo route to Miami and the fleet’s BAC flies not only to Miami, but also to Jamaica and the Turks and Caicos Islands. Asecond 1-11, a BAC 1-11-523 previously operated by Transbrasil, S. A. (Linhas Aereas), is delivered in late May. Christened Cayman Victory, it, too, flies to Miami.
By the end of the 1970s, Chairman V. G. Johnson’s airline employees 52 workers.
Financial difficulties caused by high fuel prices, low traffic totals, and the world economic situation plague the carrier throughout the early 1980.. Still, the fleet is upgraded by the addition of 2 Boeing 727-227As (previously operated by Air Florida) and a DC-8-51F in 1982 the 1-11s are returned to BAC and sold.
In December 1984, Miami to Grand Turk and Providenciales service becomes thrice-weekly. Enplanements for the year total 226,177.
In mid-December 1986, the B-727-227As inaugurate holiday charter and inclusive-tour flights to the Cayman Islands from Chicago, New York, Detroit, Tampa, Atlanta, Philadelphia, Baltimore, Boston, and St. Louis. Simultaneously, and in cooperation with Piedmont Airlines, the company expands its Cayman Caper vacation program to nine Florida cities.
Cayman inaugurates thrice-weekly nonstop service from Grand Cayman to Tampa and twice-weekly flights from Grand Cayman to Atlanta in September 1987. Operations continue apace in 1988.
In 1989, the fleet of the government-owned flag carrier includes 2 leased B-727-227As and 1 owned Shorts 330. Orders are placed for 2 leased B-737-4Y0s, the first of which is placed into service on November 26. On Fridays, Saturdays, and Sundays beginning on December 15, the new “Baby Boeing” makes roundtrip flights to New York (JFK).
In 1990, the trimotors are replaced when the second chartered B-737-4Y0 arrives. From February through March 31, the airline offers deep discount same day fares from its Miami ($186) and New York ($286) gateways, respectively, to the Cayman Islands. In December, twice-weekly flights are initiated to Grand Cayman from Houston and 21 per week coming in from Miami. Enplanements for the year total 356,073.
Cayman increases its number of short-haul jetliners significantly in 1991, adding by lease one each B-737-205A, B-737-236A, and B-737-2S2C. An order is placed for a B-737-4Q8 and the Shorts is withdrawn. In January, five weekly return flights are inaugurated from New York to both Grand Cayman and Grenada. In June, roundtrip flights begin from Miami to Provo Island.
In a protest against American Airlines’ decision to add a second daily flight between Miami and the islands, the flag carrier places an open letter into The Wall Street Journal on June 18. The company asks the major’s chairman, Robert Crandall, to discontinue his new service at the risk of jeopardizing the jobs of Cayman’s 360 employees. American’s schedule is not altered. Late in the year, a B-737 overshoots the runway at Roberts Airport and crashes into the bay; no injuries are reported.
Passenger boardings climb 6.5% to 380,826.
The fleet in 1992 grows by the addition of the B-737-4Q8. Cayman becomes a code-sharing partner of USAir in January and inaugurates services to Baltimore-Washington International Airport in April, along with connecting service at Tampa. Not only does the company face competition in its markets from American Airlines, which doubles its frequency to twice-daily in July, but, beginning in November, but from United Airlines as well.
In 1993, Chairman Leonard Ebanks and Managing Director Ray Wilson oversee a workforce of 300. The chartered B-737-4Q8 enters service and markets served from George Town include Atlanta, Houston, Kingston, Miami, and Tampa. Cayman Brac and Little Cayman are linked. A huge $8.8-million operating loss is suffered.
Operations continue apace in 1994. In December, a comprehensive code-sharing and marketing agreement is signed with United Airlines. In addition to linked frequent flyer programs, schedule coordination, and joint advertising and promotion, the two code-share services from Miami and Tampa to Grand Cayman and Cayman Brac.
Although traffic figures are not released, financial figures are; these show an operating loss of $3.2 million on revenues of $30.9 million.
The number of U. S. gateways served directly or by dual-designator stands at five in 1995-Charlotte, Baltimore (BWI), Houston, Tampa, and Miami. On May 1, 1996, daily nonstop B-737-236A roundtrips commence between Grand Cayman and Orlando.
Destinations visited in 1997 include Atlanta, Houston, Miami, Montego Bay, Tampa, and various markets in the Caribbean. In April, the Boeing 727-23 of U. S. start-up carrier Panagra Airways is chartered for six weeks while Cayman’s two B-737s undergo certification maintenance checks. The trijet is operated on all Cayman routes; the aircraft comes with a first-class section that is test-marketed as a business-class. A $1.62-million operating loss is reported.
Flights continue in 1998. On November 1, the company posts a choice of six new aircraft color schemes on its website and asks visitors to vote for their favorite.
On May 1, 1999, Cayman aviation minister Truman Bodden presents information on the airline’s finances to the national parliament. Despite a $5.38-million government subsidy, the airline’s operating loss for 1998 grew by 32.2% to $2.15 million.
Having acted as deputy board chairman in the absence of now-retired chairman Leonard Ebanks, Caymans lawyer Sheridan Brooks-Hurst is elevated to the airline’s top post on October 15. She becomes one of, if not the, first women to head a Caribbean airline.
Despite a $5.38 million government subsidy, the year’s operating loss jumps 32.2% to $2.15 million.
Service and income continues to deteriorate during the first quarter of 2000. In early March, over 400 passengers are stranded at Miami awaiting CAL services. Blaming the airline’s problems on President/CEO Mark Winders, the Cayaman Airways Pilots Association calls for his resignation. Following a controversial meeting with staff, during which irate employees continually shout him down, Winders resigns on March 17. Two months later, he signs on as the new chief operating officer of CanJet Airlines, Ltd.
CAYMAN ISLANDS AIRWAYS, LTD.: Cayman Islands (19451947). Just after the end of World War II in 1945, King Parker, a former U. S. Army Air Forces bomber ferry pilot, establishes a single-seaplane service to operate charter passenger and cargo flights between Grand Cayman and Tampa, Florida.
Operations continue apace for 14 months; however, when engine trouble forces Parker to make an unscheduled landing at Miami in 1947 creditors seize his aircraft, putting the company out of business.
CCAIR: P. O. Box 19929, Charlotte, North Carolina 28219, United States; Phone (704) 359-8990; Fax (704) 359-0351; Http://www. ccairinc. com; Code ED; Year Founded 1985. Following its acquisition in July 1984 by a group of private investors, including minority owner Air Transportation Holding Company (Air T), which also owns Mountain Air Cargo, Hickory North Carolina-based Sunbird Airlines 1984, Inc. is transferred to Charlotte-Douglas International Airport by Roy Hagerty, founder and president.
When in the spring of 1985 both American Airlines and Eastern Air
Lines seek commuter affiliates at Charlotte, Piedmont Airlines responds by working out a code-sharing arrangement with Hagerty. His desire to avoid any further traffic or financial decline leads to the birth of Sunbird, the “Piedmont Commuter” on May 1.
Employing a fleet of 5 Beech 99s and 3 Shorts 330s, given new paint schemes and livery, the company undertakes the mission of feeding the major at Charlotte and Atlanta. It undertakes 64 daily departures to Asheville, Hickory, Raleigh/Durham, and Winston-Salem, Greenville, Spartan, and Atlanta.
During the year, new services are inaugurated to Charleston, Knoxville, and Macon. A Beech 99 crashes while on a training flight at Conover, North Carolina, on August 28, killing the pilot trainer and two pilot trainees.
In December, the fleet of 3 Shorts 330s and 5 Beech 99s is enhanced by delivery of the first 3 of 8, later 10, ordered British Aerospace BAe Jetstream 31s on order. Enplanements for the year shoot up 120.7% to 149,093.
Airline employment rises 68.9% in 1986 to 309 and, to avoid continuing confusion with Murray, Kentucky-based Sunbird, the company’s name is changed to CCAir on January 1. The fleet grows further when 5 Shorts 360-200s and 7 Jetstream 31s arrive, the latter beginning in May.
The route system is increased from 13 cities in 3 states to 20 destinations in 6 states. Now a large regional, the “Piedmont Commuter” partner once again significantly increases its passenger bookings, this year by 155% to 380,232.
The fleet in 1987 includes 5 Beech 99s, 10 Jetstream 31s, and 7 Shorts 360-200s. Customer boardings increase 59.5% to 606,299 and the carrier earns profits of $2.1 million (operating) and $1.58 million (net).
The workforce is increased by 35.1% in 1988 to 550 and the fleet is increased by the addition of 5 more Jetstream 31s and 6 Shorts 360300s. One Shorts 360-200 is withdrawn and orders are placed for 2 more Dash-300s. As the fleet is changed, so too is the carrier’s code-sharing affiliation.
Negotiations begin with USAir concerning a transformation from “Piedmont Commuter” to “Allegheny Commuter.” During the year, the company begins to offer overnight cargo services for freight forwarders. The flights, undertaken by the new CCAir Cargo subsidiary, are made with 3 Beech 99s and 2 each leased Shorts 330s and Dornier Do-228-212s.
Passenger boardings balloon another 36.7% to 828,560. Revenues rise 50% to $52.4 million, expenses climb 46.5% to $48.13 million, and operating income doubles to $3.37 million. Net gain is $2.67 million. The company owes $5 million in long-term debt and holds only $2.1 million in equity.
The employee population grows another 23.6% in 1989 to 680 and the fleet now includes 15 Shorts 360-200/300s, 16 Jetstream 31s, and 2 Beech 99s. Service is provided to 23 cities in 6 states. In July, the company goes public, via an offering of 1.8 million shares of common stock valued at $60 million.
With Piedmont Airlines absorbed in August, the company, having renegotiated its code-sharing future with USAir, becomes a “USAir Express” partner. It is quickly realized that the fare proration with the major is extremely unfair and the remainder of the year is necessary to obtain a more equitable contract and retroactive payments.
Customer bookings, meanwhile, move ahead by 12.6% to 932,797. Revenues zoom upward by 43% to $60 million. The operating profit is $3.86 million and, despite a $5.8-million net loss during the year’s second half blamed on the proration formula, net gain reaches $2.09 million.
The payroll is cut by 21.9% in 1990 to 539 and the fleet now includes 10 Jetstream 31s and 13 Shorts 360-200/300s. The CCAir Cargo operation is sold to Martainaire on January 2 for $478,000, to be received in monthly installments for the next three years. The commuter’s relationship with its major partner continues to deteriorate, along with CCAir’s operational reliability (down to 88%) and the removal of 20 flights from its published schedule in violation of its code-sharing contract.
Recession and a claim that USAir is not fairly settling weekly ticket revenues combine to push the company into Chapter XI bankruptcy on July 5.
The steep rise in fuel prices following Iraq’s August 2 invasion of Kuwait add further to the company’s problems.
Just prior to boarding at Charlotte on August 20, a sudden 70-mph gust of wind blows a Shorts 360-300 and its two-person crew into an electrical power cart. The aircraft catches fire and is damaged, but no injuries are reported.
In September, the board is faced with a USAir ultimatum to remove its president or lose affiliation; there is no question as to its decision.
Former MGM Grand Air official Kenneth W. Gann succeeds President Hagerty in November and immediately orders the company downsized.
Passenger boardings for the year fall 2.4% to 910,006 and losses total $7.59 million (operating) and $8.67 million (net).
The employee population is reduced another 22.5% in 1991 to 416. President Gann continues to oversee the required financial reorganization, as well as a revision of the large regional’s route network. The fleet is also changed as the number of Jetstream 31s is increased by 3 and the number of Shorts 360-200s is cut by 4.
By late spring, the company offers 160 daily departures centered on Charlotte and, in July, the U. S. Bankruptcy Court located in that city approves a new reorganization plan under which customers, employees, and creditors agree to accept an average $700,000 per year payment for eight years. The company emerges from Chapter XI in September. Despite this progress, both traffic and finances are negative.
Customer bookings decline another 17.2% to 753,370 and revenues drop 9% to $55.19 million. Expenses drop 19.9% to $57.4 million and guarantee an “improved” operating loss of minus $1.73 million. The net loss is cut to $5.91 million.
Company employment grows 8.9% in 1992 to 634 and the fleet now includes 12 Jetstream 31s, 4 DHC-8-102s, and 9 Shorts 360-300s.
As the result of a crew error while on a training mission from Knoxville’s McGee Tyson Airport on March 12, a Jetstream 31 with two crew makes a wheels-up landing, which turns into tragedy when control is lost and the plane crashes; there are no survivors.
The carrier sells its leasehold in the hangar facilities occupied at Hickory, North Carolina.
Passenger boardings stop their descent during the year and actually gain 13.1% to 852,047. Revenues ascend 13.6% to $58.82 million, expenses rise 17.6% to $59.59 million, and the operating loss is cut to $669,000. The net loss is $1.86 million.
In 1993, President Gann oversees a workforce of 450 and a fleet of 9 Shorts 360-300s, 4 DHC-8-102s, and 12 Jetstream 31s. Destinations now visited include Pittsburgh, Baltimore, Hunting, Charleston, Beck-ley, Bluefield, Shenandoah Valley, Danville, Rocky Mount/Wilson, Raleigh/Durham, Hickory, Winston-Salem, Asheville, Greenville, Kinston, Pinehurst/Southern Pines, Wilmington, Charlotte, Greenville/ Spartanburg, Anderson, Columbia, Tri-Cities, Knoxville, Chattanooga, Athens, Augusta, Huntsville, and Montgomery.
During the spring, all administrative and maintenance operations are moved into a brand new 55,000-sq.-ft. facility at Charlotte. On May 2, new nonstop service is inaugurated between Charlotte, and Columbus, Georgia.
Customer bookings for the year inch up 1.8% to 866,813. Although revenues climb 18.8% to $63.1 million, expenses jump 24.8% to $65.8 million and force a $2.7-million operating loss. The net loss is $1.86 million.
Early in April 1994, the financially troubled carrier, after turning down two inquiries in the first quarter, agrees to be taken over by Mesa Airlines in a $32-million exchange of stock. The arrangement is not consummated and company executives are able to gain concessions from its employee groups and lessors that will help it to cut costs and survive.
Operations continue and passenger boardings inch up 1% to 875,486. Revenues total $62 million and losses are suffered again: $3.9 million (operating) and $4.8 million (net).
“USAir Express” services continue in 1995 as the route structure is rationalized and employment grows 3.3% to 630. In March, the FAA issues a directive requiring airlines to inspect the windscreens of any BAe Jetstream 31s in operation. CCAir flies 21 flights without performing the necessary reviews, an oversight that is discovered by company maintenance workers in June. The airline discloses its violations to the FAA immediately.
Enplanements fall 14.8% to 389,235, but revenues increase 4.7% to $64.3 million. Expenses inch up 0.3% to 63.27 million and allow a $1.03-million operating profit. The previous year’s net loss is turned into a small $188,000 net profit. Both of these latter figures are later rewritten to show a $55,153 operating gain and another net loss, $362,123.
The employee population is increased 7% in 1996 to 867 and the fleet now includes 14 Jetstream 31s, 4 DHC-8-102s, and 9 Shorts 360-300s. An average of 200 daily departures are made to points within the southeastern U. S.
Customer bookings rise 3.8% to 806,124 and operating income ascends 5.1% to $66.23 million. Costs inch up 1.4% to $65.34 million and leave an $886,315 operating gain. A net $95,755 profit is reported.
The workforce is cut 25.5% during 1997 to 646. On February 27, US-Air is renamed USAirways and “USAir Express” becomes “USAir-ways Express.” During the remainder of the year, this regional begins to repaint its aircraft in a modified version of the major’s grey and dark blue livery.
In May, minority owner (6.6%) Barlow Partners, in which Virgin Express Airlines, S. A. CEO Jonathan Ornstein is a principal, is asked by President Gann to provide assistance in the redeployment and choice of future aircraft. Negotiations begin with several unnamed aircraft manufacturers.
Peter Murname, a CCAir board member and principal in Barlow Partners, together with former Mesa Air Group executive Ornstein, makes a $50-million offer in October for Mesa’s “United Express” operation at Denver, along with WestAir Commuter Airlines. The tender is rejected.
The FAA, on December 4, proposes a $94,500 fine against the airline for the windscreen inspection lapses reported by the carrier 18 months earlier. The carrier proposes to protest the fine on the grounds that it had voluntarily made the lapses known.
On December 5, Mickey Bowman is named vice president-marketing. At the same time, Barlow Partners assists the company with its request for the lease of 20 BAe Jetstream 32EPs from British Aerospace AMT. Fourteen of the new aircraft will replace the company’s current Jetstream 31/DHC-8 fleet, while 6 will succeed, on an interim basis, the Shorts 360-300s that are to be returned to their lessor.
At the same time, the carrier completes a private placement of
545,000 shares of common stock at $2.75 per share. The placement is arranged by Barlow Partners.
Passenger boardings fall 3.3% to 779,450. Revenues rise 3.4% to $68.48 million, while expenses are up 2.7% to $67.09 million. The operating gain reaches $1.39 million, while a net $886,000 profit is reported.
While climbing from of Charlotte on January 4, 1998 for the day’s “USAirways Express” flight to Augusta, Georgia, a DHC-8-102 with 3 crew and 32 passengers begins to vibrate. The aircraft returns to Charlotte without incident and the passengers are deplaned. A subsequent examination of the turboprop reveals that the right wing inboard leading edge is missing; 26 screws are found missing on the leading edge of the right wing. Records show they had not been replaced during an earlier maintenance inspection.
Return of the Shorts 360-300s to their lessor is completed on January
7. The carrier now operates an average of over 185 “USAirways Express” departures per day.
Early in the year, Barlow Partners acquires a sufficient enough level of stock in Mesa Air Group to enable partner Ornstein to acquire a seat on its board. There is also some speculation that that CCAir and Mesa might merge. As Mesa’s difficulties worsen through the spring, Ornstein is persuaded to become its CEO on May 1.
Thrice-daily “USAirways Express” Jetstream 31EP roundtrips are started on June 1 between Washington, D. C. (lAD) and Raleigh/Durham. By the end of the month, the independent carrier operates 6 DHC-8-102s and 20 Jetstream 32s to 27 communities in 7 southeastern U. S. states. Earnings for the second quarter total $2.1 million.
Given the history between the leadership of the two organizations, it does not come as a surprise when, on August 27, it is announced that Mesa Air Group has signed a letter of intent for the acquisition of CCAir. The all-stock transaction, valued at approximately $60 million (including $15 million in debt assumption), will be complete as soon as shareholders and government regulators approve. Mesa will operate CCAir as a wholly owned subsidiary, which will retain its own name. Through their relationship with USAirways, the acquisition is also seen as a way for the combined “USAirways Express” companies to serve all of the major’s hubs on the East Coast.
On October 4, nonstop “USAirways Express” DHC-8-102 roundtrips commence between Charlotte and Tallahassee, four times a day.
Customer bookings during the 12 months jump 11% to 865,000. Revenues climb 5.9% to $71.32 million, while costs are held to $66.96 million. Consequently, there are profits: $4.35 million (operating) and $3.38 million (net).
By the beginning of 1999, airline employment has been increased by 2.2% to 660.
In a move calculated to rebuild the strength and size enjoyed before the “United Express” disaster, Mesa Air Group, on February 1, officially moves to fold CCAir into its “USAirways Express” division, with the merger to be complete by early June. Under terms of the $54-million stock deal, each CCAir share will be exchanged for between 0.435 and 0.6214 Mesa share. There are no initial plans to change CCAir’s operations or to link the carrier’s route system to that of MAG.
Mesa CEO Ornstein and CCAir CEO Gann jointly sign an extension of the “USAirways Express” service contract on March 5; the renewed marketing agreement is good through December 31, 2003.
The Mesa Airlines, Air Midwest, and CCAir divisions of Mesa Air Group all complete 100% of their flights on May 2. To celebrate this achievement, on May 6 President/CEO Ornstein hosts a company-wide pizza party, ordering pizza for all 3,800 employees in every unit spread over 100 locations.
Another direct result of the carrier’s MAG purchase is the November consolidation of the seniority lists for the 1,305 ALPA represented pilots of CCAir and Mesa Airlines.
Passenger boardings drop 8.6% to 845,000.
CCF MANAGER AIRLINE, GmbH.: Hangar 3, Room GR-317, Cologne Airport, Cologne, D-51147, Germany; Phone 49 220395280; Fax 49 2203-95286; Year Founded 1984. CCF is established at Cologne in 1984 to offer worldwide executive and small group passenger charters. By 2000, the concern employs six pilots and operates two Cessna 421s, a C-441, and a C-550 Citation II executive jet.
CDA (COMPANIADOMINICANADE AVIACION, S. A.): Dominican Republic (1944-1957). Guillermo Santoni Calero forms CDA (Compania Dominicana de Aviacion) on May 4, 1944; cooperating and providing support, Pan American Airways (PAA) assumes 40% shareholding. Employing a Ford 5-AT-11 leased from CMA (Compania Mexicana de Aviacion, S. A. de C. V.), domestic services are started on July 5 over a route from Ciudad Trujillo to La Romana via Santiago.
During 1945-1950, the fleet is improved by the addition of several Douglas DC-3s and 8 Curtiss C-46 Commandos. In addition to the maintenance of local routes, the Curtiss transports, beginning in 1948, make 70 trips each month flying chilled beef to San Juan, Puerto Rico. A total of 18 million pounds will be transported in the next 3 years. The U. S. CAB refuses to allow the freighters to transport anything home, so the aircraft are only laden one way.
In 1951, the CAB grants the company foreign air carrier route certification for scheduled services from Santo Domingo via San Juan to
Miami; C-46 flights begin before the end of the year. In 1955, Port-au-Prince, Haiti, is added as a stop, but it will be discontinued early at the end of 1956.
Pan American World Airways (1)’s last 40% shareholding is purchased by the Corporacion Dominicana de Empresas Estatles in 1957 and the carrier becomes the national flag line, Dominicana (Compania Dominicana de Aviacion, S. A.).
CEA (COMPANIA ECUATORIANAS DE AVIACION, S. A.): Ecuador (1957-1970). CEA is formed at Quito in February 1957. U. S. citizen Elly Heckacher holds 19% of the shares with a pair of Ecuadorians owning control. Two Curtiss C-46 Commandos are purchased, an association is entered into with Cornell N. Shelton’s TAN (Transportes Aereos Nacionales, S. A.)-sponsored airline consortium, and traffic rights from Quito to Miami are obtained in August. In association with Shelton-controlled carriers, CEA, at year’s end, inaugurates Miami-Lima C-46 flights via Panama, Cali, Quito, and Guayaquil.
Quito-Antofagarta, Chile, C-46 service is started in 1958; the first of seven ordered DC-6s joins the fleet, allowing retirement of one Curtiss aircraft. Enplanements reach 5,990 in 1959 and a DC-6B is placed in service in 1960. A DC-6, with 38 aboard en route from Guayaquil to Quito on November 7, crashes near the latter city; there are no survivors.
The Antofagarta route is suspended in 1961 as service is extended southward only as far as Talara, Peru. Bookings exceed 20,000.
During 1962-1966 , Cali is dropped from the route network, domestic service Quito-Guayaquil is intensified, a DC-6B is acquired, and an order is placed for 4 Douglas DC-4s and 8 Lockheed L-188s. A merger tender from rival AREA (Aerovias Ecuatorianas, S. A.) is rejected. Meanwhile, on September 17, 1965, a C-46 with nine aboard crashes on a domestic flight (eight dead).
The first Lockheed Electra is acquired from Cathay Pacific Airways (Pty.), Ltd. on March 11, 1967 and enters service over a route from Santiago de Chile-Lima-Guayaquil-Quito-Panama City-Miami. Cali operations resume in December. The DC-4 freighters commence all-cargo services to Miami. Quito-Mexico City via Panama L-188 flights commence in March 1968. At this point, the last C-46 is withdrawn. Rival AREA (Aerovias Ecuatorianas, S. A.) ceases trading in November.
Ten persons unsuccessfully attempt to take over a Lockheed turboprop with 88 aboard during a Guayaquil to Quito flight on January 19, 1969; all will receive prison terms.
On April 11,3 gunmen divert a DC-6 with 60 persons aboard en route from Guayaquil to Quito, to Cuba. The L-188 order is completed with the delivery of the eighth Electra. The fleet now comprises 8 Lockheeds, 7 DC-6s, 1 DC-6A, 1 DC-6B, and 4 DC-4s.
The company is reorganized in 1970; the new name Ecuatoriana Airlines, S. A. is chosen along with a new livery and logo.
Plans are made to acquire up to 3 former Boeing 720-023Bs, first flown by American Airlines, from Pan American World Airways (1).
CEBU PACIFIC AIR: 30 EDSA Cor Pioneer, Mandawyong City, Metro Manila, 5505, Philippines; Phone 63 (2) 637 1810; Fax 63 (2) 637 9170; Http://www. jgsummit. com. ph/cebuair. htm; http:// Www. cpacific. com. ph; Code 5J; Year Founded 1995. Philippine industrialist John Gokengwei founds CPA at Manila Domestic Airport in late 1995 as a division of his JG Summit Holdings. With Gokengwei himself as chairman and Lance Gokengwei as president/CEO, the carrier purchases 4 Douglas DC-9-32s, formerly operated by Garuda Indonesia, and prepares to inaugurate deep-discount services.
Emulating the American carrier Southwest Airlines (2), Cebu, with advertising, onboard contests, and minimal snacks, launches twice-daily frequencies to Cebu and Cagayan on March 16, 1996. On April 1, twice-daily flights commence to Tacloban. By month’s end, twice-daily frequencies have been introduced to Bacolod and three times per day to Davao. A variety of seat sales are offered throughout the year, including one in December which cuts prices on the Manila-Cebu run to just $32.
At the beginning of 1997, plans are announced for the acquisition of 4 McDonnell Douglas MD-83s with which to undertake services to Bangkok, Jakarta, Kuala Lumpur, Hong Kong, and Seoul. In July, 2 DC-9-32s are purchased from Air Canada, Ltd.
In August, the company enters into an alliance with Aboitiz Air Transport for domestic cargo operations. Aboitiz leases all of the cargo holds of Cebu’s Douglas transports. Wearing bright yellow and white liveries, the Air Canada, Ltd. DC-9-32s arrive at year’s end. Turnover for the year is P 1.22 billion, and Cebu is the only profitable domestic airline this year.
En route from Tacloban to Cagayan de Oro on February 2, 1998, as a continuation of a flight from Manila, Flight 387, a DC-9-32 with 104 passengers, crashes near the 8200-ft. level of Mount Balatucan. There are no survivors from the worst airline crash in Philippine aviation history.
The airline is grounded on February 5 and its 220 employees are laid off. On February 24, the Philippine Air Transportation Office (ATO) undertakes a detailed review of the airworthiness of the Cebu fleet in an effort to make certain that all safety and maintenance standards are maintained.
On April 6, the ATO finds the crash to have been caused by pilot error and completes safety inspections of three of Cebu’s seven aircraft. At this point, the carrier recalls its workers and resumes services. Plans are made to charter two more DC-9-32s from Air Canada, Ltd. and to inaugurate international services to Singapore.
From June onward, the air transport situation in the Philippines enters crisis as labor and management at Philippine Airlines (PAL) moves toward closure for Asia’s oldest airline. When this fate becomes inevitable in mid-September, the leaders of the nation’s four independent airlines are summoned to a meeting with Philippine President Joseph Estrada in Malacanang. It has become necessary to find a way to increase the gap between the 230,000 monthly domestic seats provided by them and the
280.000 offered by PAL.
Meeting with Estrada on September 22, President/CEO Gokongwei and the leaders of Asian Spirit, Grand International Airways, Air Philippines, and several other small operators promise to acquire additional aircraft and fill any vacuum left by PAL within a month. For its part, the government indicates a willingness to grant incentives, including higher fares and concessional loans, designed to help them speed up their capacity build-up.
Specifically, Gokongwei indicates that the 2 former Air Canada, Ltd. DC-9-32s will arrive under charter in October and December and will allow the carrier to increase its monthly passenger capacity from
180.000 to 300,000. Negotiations will also be opened shortly for two more planes.
Simultaneously, the number of daily flights to points in 6 major provinces is increased from 38 to 48. The Asian economic “flu” and the currency situation do not warrant overseas flights.
Although all of the company’s Douglas transports are in service, the company is unable to immediately and significantly increase its domestic commitment following the grounding of Philippine Airlines (PAL) at 12:01 a. m. local time on September 23.
Frequencies are increased during October and arrangements are made to purchase another DC-9-32 in January and two more in March. Deep discount fares are continued on flights from Manila to Bacolod, Cagayan, Cebu, Davao, Iloilo, Kalibo, and Tacloban. All flights originate from Manila except two, from Cebu to Davao and to Iloilo.
One of the former Air Canada, Ltd. DC-9-32s arrives on schedule during the month. It wears a bright color scheme that features a red and blue ribbon across the forward fuselage, along with six stars and two large suns on the rear fuselage just inboard of the engine nacelles.
By the end of the month and despite the return of PAL, the carrier is able to seize 30% of the domestic market.
In November, a new homepage is opened on the World Wide Web. Among the data it provides are ground statistics: 11 city ticket offices, 9 airport ticket offices, 262 subagents in Metro Manila, and 228 subagents throughout the Visayas and Mindanao. The page admits that, while public confidence and patronage have remained remarkably unscathed as a result of the February crash and the PAL situation, Cebu is, quite frankly, redoubling its efforts to provide safe, on-time, and affordable transportation.
The on-line news service Asia Pulse (Pty.), Ltd. reports the results on March 10, 1999, of a two-week snapshot of domestic market share, compiled for February 1-15. Between them, Air Philippines, Cebu Pacific, and Philippine Airlines (PAL) offered 31,714 seats during the period (not all were occupied). Of the total number of passengers boarding planes of the 3 airlines, PAL got 15,250 or 63%, followed by Cebu Pacific with 7,715, and Air Philippines with 1,350.
Now a line pilot for Asian Spirit, former Vice President-Operations Capt. Rolando Salandanan is killed, along with 16 others, when the plane he is flying crashes while on a December 7 scheduled flight.
CELTIC AIRWAYS, LTD.: United Kingdom (1988-1993). Organized at Bristol Airport in December 1988, Celtic Airways, Ltd. names Graham Mimms as managing director. A fleet comprising 3 Shorts 330s and 3 Fokker F.27-200s and the company inaugurates its specialized service, the six-night-per-week delivery of letters and Datapost.
These charter operations continue apace in 1989-1991 and the fleet in the latter year includes 3 Shorts 330s, 1 of which is leased, and 2 Friendships.
The fleet is decreased in 1992 by 1 aircraft of each type and its workforce, in 1993, stands at 40. In deep financial difficulty, the company stops flying early in the year.
CENTENNIAL AIR: International Cargo Terminal, Pasay City, Manila, Philippines; Phone 63 (2) 831 1061; Fax 63 (2) 552 5106; Year Founded 1997. Jose Alvarez establishes his domestic all-cargo charter airline in 1997, but problems in the national aviation industry prevent the launch of operations for two years. Employing a single Boeing 737-205C, Centennial begins flying newspapers, perishables, and livestock in 1999 from Manila to Cebu and Davao City.
CENTENNIAL AIRLINES: United States (1981-1987). Established at Worland, Wyoming, in 1981, CA undertakes scheduled passenger services to Cody, Powell, and Laramie, as well as Denver and Billings. Operations commence on June 15 with a fleet of 2 Beech 99s. The privately owned commuter does not release its traffic figures during the first half of the decade. Flights to Powell are suspended in December 1984.
Two Beech 1900s are purchased in 1985 as enplanements reach 13,025. Airline employment is increased by 75.6% in 1986 to 72 as service is inaugurated to Logan, Utah, and Lander, Wyoming. Passenger boardings balloon 65.4% to 37,646.
During 1987, the company enters into merger discussions with the large regional Mesa Airlines. When creditors cannot be brought to terms on an arrangement, the planned takeover fails. Centennial now suspends operations and is liquidated; the Wyoming-based company’s routes are taken over by Mesa Airlines.
CENTENNIALAIRLINES, S. A.: Spain (1993-1996) . Centennial is established at Madrid in 1993 to undertake regional passenger charter flights. Revenue operations begin with a pair of McDonnell Douglas MD-83s leased from Transwede Airways, A. B. By year’s end, a total of 267,600 passengers have been transported to holiday destinations.
Passenger traffic explodes for the operator in 1994, requiring the addition of two more MD-83s. Charters are inaugurated from a variety of north European destinations to the Spanish holiday locations. For example, U. K. vacationers are transported from London (LGW) and Manchester to Palma and other points, beginning in February. Customer bookings accelerate 114.9% to 575,000.
The workforce stands at 80 in 1995 as the nonscheduled Spanish airline enjoys another wonderful traffic year. Costs climb as the company engages in a start-up war with several other new entrants that also serve Palma de Mallorca. Enplanements increase 43.1% to 822,900.
The company is wildly overextended in 1996 and runs up significant debt that is later reported to be in the neighborhood of $23 million. By fall, it is unable to keep up payments on its aircraft leases; indeed, one MD-83 is impounded by Gatwick Airport at the request of the aircraft’s owner, the aviation finance company GECAS. The aircraft is literally seized at the departure gate by airport security police.
Centennial stops flying and goes into voluntary liquidation on October 30. A number of foreign passengers are stranded in Spain as a result.
CENTENNIAL FLIGHT CENTRE, LTD.: Building 15, 25 Airport Rd., Edmonton, Alberta T5G 0W6, Canada; Phone (403) 451-4951; Fax (403) 452-3575; Http://www. ccinet. ab. ca/centflt/ charter. html; Year Founded 1967. Centennial is established as an FBO and charter operation at Edmonton Airport in 1967. Executive charter and cargo flights, together with air ambulance, flight training, and maintenance services continue with little fanfare over the next 30 years.
Robert Lamoureaux is president/general manager in 2000 and employs a 30-person workforce. The fleet comprises 1 Cessna 152, 5 C-172s, 1 C-182, 2 C-337s, 3 Piper PA-31-350 Navajo Chieftains, and 2 PA-34 Senecas. Revenues total C$1.5 million.
CENTRAL AEREA, S. A.: Brazil (1948-1950). Central is formed at Rio de Janeiro on March 29, 1948 to offer scheduled services into northern Sao Paulo state. A fleet of 3 ex-military Douglas C-47s (reconfigured to DC-3 civil standard) is assembled and regular operations begin on June 11 over a route from Rio to Belo Horizonte.
Late in the year and into 1949, flights are initiated into the states of Mato Grosso and Goias and in April 1950 additional stops in the former jurisdiction are inaugurated. Six months later, the expanding TAN (Transportes Aereos Nacional, S. A.) persuades company officials to join the consortium it is assembling and thus the carrier is merged in October.
CENTRAL AFRICAN AIRWAYS CORPORATION (CAAC): Southern Rhodesia/Northern Rhodesia/Nyasaland (1946-1967). Absorbing the functions of the Rhodesian Air Force’s 1941-1945 Southern Rhodesian Air Services, this multinational air carrier is incorporated at Salisbury on June 1, 1946. With the motto Conservimus Africae Alis (We Serve Africa With Wings), the company’s ownership is divided between the governments of Southern Rhodesia (50%), Northern Rhodesia (35%), and Nyasaland (15%). T. Ellis Robins is chairman, with P. J. S. Wimbush as general manager.
The initial fleet of 5 Avro Ansons and 13 de Havilland DH 89As Dragon Rapides begin services over routes previously flown by the military. Orders are placed for 12 Vickers Viking Mk. 1Bs.
The first DH 104 Dove is delivered on October 8; seven others join the fleet, of which five are named: Luorie, Egret, Ibis, Weaver, and Hoopoe. The premier Vickers Viking Mk. 1B joins the fleet on November 3 and is placed in service over the Johannesburg-Salisbury-Nairobi run on November 19. Dove service is begun on December 9 over routes from Salisbury to Bulawayo and Blantyre. Bookings for the first halfyear are 11,670.
Kasama-Abercorn Viking Mk. 1B flights are inaugurated on January 1, 1947. Freight tariffs are reduced on September 1 in an attempt to make air cargo more competitive with surface transport. Passenger boardings for the year double to 23,000.
Twice-weekly Copper Viking flights link Northern Rhodesia with Johannesburg, beginning in January 1948. Flights from Salisbury to Elisa-bethville commence on April 12. On May 4, Sunday-only Johannesburg-Ndola newspaper service is started.
Leased from the British Ministry of Civil Aviation, the first of two Bristol 170 Wayfarer delivered in Africa arrives at Salisbury on August 2, entering freight operations shortly thereafter. The Bristol Copper Trader flights that started in September represent the first indigenous allcargo services provided anywhere on the continent. The route started is from Johannesburg to Ndola via Bulawayo and Lusaka and from Salisbury to Lusaka. In September, the Copper Trader service is extended to Dar es Salaam and Lindi via Mbeya and Kasama.
Enplanements reach 38,000.
It is reported in April 1949 that, during its first six months of operation, the Bristol Copper Trader route has logged 246,711 ton-miles.
CAAC introduces the first family excursion fare anywhere outside of the U. S. on June 1. Frequencies for the Copper Viking route are increased to thrice-weekly during July. Technical problems with the Bristol Freighters plague the airline during the year’s second half and, in December, their lease is terminated and they are sent back to the U. K.
Bookings accelerate to 42,000.
On April 1, 1950, a Viking Mk. 1B route is extended from Johannesburg to Dar es Salaam via Salisbury. The same day, nonstop roundtrip Viking flights begin between Salisbury and Johannesburg. Package express service is introduced on July 1 over routes to Johannesburg and throughout central Africa. On July 29, Skybeach charter flights are undertaken to Lake Nyasa.
Late in the year, the first 2 of 6 de Havilland Canada DHC-2 Beavers are delivered. Passenger boardings reach 50,000.
The new Beavers are introduced on flights to bush communities, including Bulawayo, Fort Victoria, Gatooma, Gwelo, Que Que, and Um-tali, on January 1, 1951, while ?10 Salisbury to Victoria Falls day charters begin on March 25. Twice-weekly Johannesburg-Victoria Falls nonstop Viking Mk. 1B service begins on April 1 and the same frequency is established between Lusaka and Fort Jameson on October 9.
Meanwhile, the first local African low-fare night service, Starflights, begins on the Salisbury-Bulawayo-Johannesburg route on July 1. Weekly Salisbury-Lourenco Marques via Bulawayo Viking Mk. 1B operations begin on August 10 and, on December 1, DHC-2s replace DH 104s on local service flights in Nyasaland. Enplanements climb to 70,777.
On January 1, 1952, DHC-2 service is started to local points in the Rhodesias, as the Doves are phased out. Simultaneously, package express service is begun between Salisbury and Bulawayo and twice-weekly Nairobi-Victoria Falls-Johannesburg Viking Mk. 1B service is opened.
Daily Salisbury-Nairobi service is inaugurated on February 14. Passengers are flown from Southern Rhodesia to Kenya via Blantyre and Dar es Salaam or Lusaka, Ndola, and Tabora. CAAC ends its own services to South Africa from Livingstone and Bulawayo in May as British Overseas Airways Corporation (BOAC) introduces its de Havilland Comet Is over the route.
A total of 94,216 passengers are carried on the year.
A Vickers 616 Viking 1B with five crew and eight passengers disintegrates in the air over Mkwaya, Tanganikya, on March 29, 1953; there are no survivors. Low-cost Zambezi Viking Mk. 1B coach-class service is opened on April 3 between London and Salisbury via Malta, Wadi Halfa, and Nairobi. The fare is lower than that offered by BOAC. Although the service requires 4 days, it is still 10 days faster than that offered by the steamships of the Union Castle shipping line, the airline’s principal competitor on the route.
In late spring, the first 4 Douglas DC-3s are delivered.
During the year, Southern Rhodesia joins with Northern Rhodesia and Nyasaland to form the Federation of Rhodesia and Nyasaland. Bookings advance to 108,783.
Coastal Viking Salisbury-Durban flights commence on April 3, 1954. Many of the customers on this new service are Rhodesian vacationers headed to the beaches of Natal. Four Vickers Viscount 748s are ordered on May 15 in a deal valued at ?2 million-including spare parts. Frequencies on the Zambezi route are doubled in June.
Passenger traffic continues to grow, rising to 131,431 passengers flown.
Flight 626, a DC-3 with 5 crew and 21 passengers fails its initial climb away from Salisbury on February 23, 1955, and makes an emergency belly landing (1 dead).
A Vickers 616 Viking 1B is lost on the ground at Belvedere, Rhodesia, on March 17; there are no fatalities.
Specially priced excursions begin on April 1 from Johannesburg to Victoria Falls. Salisbury to Beira flights commence on September 10.
A total of 151,507 passengers are transported during the year.
The first Viscount 748 is delivered on April 25, 1956 and is christened Malvern; as additional machines join the fleet, Viscount service is started on June 1 over routes to Nairobi, Johannesburg, Durban, Lusaka, Ndola, and Blantyre. Orderly retirement of the Viking Mk. 1Bs begins as the remainder of the Viscount order is filled in succeeding months through July; only one additional machine is named, the Mlanje.
A new airport opens at Salisbury on July 1. Tourist-class Zambezi Viscount service now begins from Johannesburg and Salisbury to London.
Having failed its climb away from Salisbury on October 5, a Vickers 610 Viking 1B with two crew is destroyed in the ensuing forced landing (two dead).
Bookings this year are 169,446.
Thrice-weekly Viking 1B service is initiated on April 1, 1957 between Bulawayo and Johannesburg. In May, a 10-year contract is signed with British Overseas Airways Corporation (BOAC) authorizing the British flag carrier to operate all CAAC long-haul service in return for a guaranteed ?l.34-million profit. BOAC C-4 Argonauts undertake intercontinental flights for CAAC beginning on July 1, the day the May contract takes effect.
The Queen Mother flies in a Viscount 748 during her July visit to central Africa and, in August, Viscounts replace Viking Mk. 1Bs on the Salisbury-London run. Enplanements for the year are 174,981.
With the Viscount fleet underutilized, it becomes possible to lease one of the units to Kuwait Airways Corporation in May 1958 for six months.
Bearing CAAC titles and livery, leased BOAC Bristol Britannia 312s, with British crews, are introduced on the company’s long-haul routes on July 31.
On August 9, a Vickers Viscount 748D with 7 crew and 47 passengers is lost SE of the city of Benina, Libya, while on approach to Benghazi (36 dead).
Also in August, a pooling agreement is signed with East African Airways Corporation, to take effect on January 1. In addition, a longstanding agreement with the Witswatersrand Native Labour Association’s carrier, Wenela Air Service, Ltd., is terminated as that concern acquires a DC-6 of its own.
Commercial Air Services (Rhodesia), Ltd., at CAAC behest, takes over a number of DHC-2 routes in November, ending the pioneering bush operation launched back in 1951.
Bookings for the year dip to 158,841.
On January 3, 1959, Viscounts are introduced on the Salisbury-Bulawayo-Johannesburg route; the midway stop is completed at a new airport. Late in the month, the last Viking is sold and all-inclusive Sky-coast holiday charter services to the Natal coast are initiated in partnership with the Union Castle Steamship Line. It is operated with the Viscount 748 returned from Kuwait Airways Corporation.
When a state of emergency is declared for Nyasaland in March, CAAC ends scheduled service to and from that region. On the other hand, DC-3 and Beaver charters are operated on behalf of the government for the transfer of goods and equipment.
During the summer, the DC-3s operated on tourist flights are refurbished, with larger passenger windows the principal feature installed. In the fall, a new livery is unveiled, featuring blue and white stripes on aircraft tails.
The first Comet 4s, operated under contract by British Overseas Airways Corporation (BOAC), enter long-haul service on December 4. Enplanements drop further, down to 153,717.
In January 1960, shared Skycoast service to East Africa is opened with East African Airways Corporation. The Central African Airways Corporation Act of February 1 transfers ownership to the separate governments of the Central African federal government.
The same day, low-fare, weekly DC-3 Skybus service is introduced between Salisbury and Blantyre, increasing to thrice-weekly on July 4.
During the summer tourist season, the company introduces Skycruise and Flame Lily package tours to South Africa.
The last Salisbury to London Zambezi service is flown by the Malvern on October 1. Simultaneously, Skybus flights are started to Northern Rhodesia, with stops at Fort Jameson, Fort Rosebery, Lilongwe, and Ndola. On October 8, weekly Viscount service is begun over the Salisbury to Nairobi route via Blantyre and Dar es Salaam. Passenger boardings soar to 191,741.
Corroded stress cracks are found in the wings of several Viscounts during January 1961 and the Vickers fleet is grounded for repairs. While the 4 turboprops are being repaired (2 in England), a contract is entered into with the Royal Rhodesian Air Force, which will fly 129 hours on behalf of the airline.
A Viscount 754 is purchased from Middle East Airlines (2), S. A.L. in March and is christened Zambezi; it replaces the unit lost back in 1958.
The leased Britannia 312 arrangement with British Overseas Airways Corporation (BOAC) is terminated; all long-haul flights are now made by Comet 4s, which extend their southern service south from Salisbury to Johannesburg beginning April 1.
The regional fleet now includes 4 Viscount 748s, 1 Viscount 754, 6 DC-3s, and 6 DHC-2s. On April 5, Chairman A. E. P. Robinson resigns to accept a government post in London; he is succeeded by Sir Robert Taylor.
DC-3 service to Kitwe begins on June 30. Tourists are able to visit the Cape Province under a new Protea travel package unveiled on September 1. The following month, a new route is started from Salisbury to Kasama via Lusaka and Kitwe.
Direct Viscount 748 roundtrips commence on January 7, 1962 between Salisbury and Lourenco Marques. The route’s Jameson-Kitwe segment is dropped and replaced with a stop at Lusaka. Another Viscount 748 is acquired and is employed in April.
Salisbury to Fort Victoria Sunday DC-3 service begins on July 1; the next day, Beavers begin flying tourists to the Wankie Game Reserve.
On October 26, orders are placed for a pair of BAC 1-11-207s; together with spare parts, the purchase is valued at ?3 million.
In November, Skycoach service between Central Africa and London is reduced to twice-weekly roundtrips.
In January 1963, DHC-2 service is initiated to a number of domestic points in the Mongu to Kalabo region. Points visited include Balovale, Fort Hill, Fort Johnson, Kalabo, Karonga, Lilongwe, Lukulu, Mankoya, Mbeya, Mongu, Monkey Bay, Mumbwa, Mzimba, Mzuzu, and Zomba.
A second weekly Comet 4 route from Salisbury to London is opened on March 1. Extra capacity is provided in the spring by DC-6s operated under wet-lease from British United Airways, Ltd. DC-3 services between Salisbury and Beira are withdrawn in June.
In July, DC-3s replace Beavers on the Wankie Game Reserve service, with flights operating via the Reserve from Salisbury, Bulawayo, Kariba, and Livingstone. A DC-6B, to be employed on long-haul charters, is leased in August for three years from Alitalia, S. p.A.
On September 20, the company joins with British Overseas Airways Corporation (BOAC) in withdrawing from a profit-sharing pool with South African Airways (Pty.), Ltd. in protest against South Africa’s racial policies. A contract is signed to provide maintenance and training support to Aden Airways, Ltd.
Corporate shareholding is redistributed on December 4. Ownership is shared between the governments of Rhodesia (45%), Zambia (45%), and Malawi (10%).
On January 1, 1964, CAAC is reconstituted as the jointly owned national carrier of Southern Rhodesia, Zambia, and Malawi. Three wholly owned subsidiaries are created to operate as the national airlines of the respective countries; given considerable autonomy, they must all still depend on the parent for technical and accounting functions.
The new national airlines include Air Malawi, Ltd. founded in March, Zambia Airways, Ltd., founded in April, and Air Rhodesia, Ltd. (1), set up in June. CAAC retains the Viscounts, while the DC-3s and Beavers are distributed among the new entrants.
Viscount service is initiated on April 1 from Salisbury to Kariba and Livingstone, while the contract to train personnel for Aden Airways, Ltd. is concluded. On April 18, Ndola to Salima service is initiated.
Enplanements for the year total 223,171. Revenues increase by 6% over 1963 and the net profit is $1.35 million.
The workforce stands at 1,387 in 1965. The fleet now includes 4 DHC-2s, 7 DC-3s, and 5 Viscount 748s. D. F. Fairbairn becomes the new chairman on April 1.
Southern Rhodesia Premier Smith makes his unilateral declaration of independent speech on November 11, causing the country’s neighbors to regard Rhodesia as an illegal regime against which sanctions must be applied. Other nations will also join in the punishment. Only TAP-Air Portugal, S. A. and South African Airways (Pty.), Ltd. will continue to operate through Salisbury.
Passenger boardings rise 12.7% to 255,637 and cargo traffic is also up. A net $1.6-million profit is earned on total revenues of $9,558,000.
Receipt of the BAC 1-11-207s is deferred in 1966 as preparations are begun to end the CAAC consortium. Denied landing rights in Madagascar, the company’s Viscounts must complete their service to Mauritius by flying via Nampula.
R. P. Hartley becomes the last chairman in early 1967.
Zambia Airways Corporation is established on September 1 and the Alitalia, S. p.A. DC-6B is returned. The Central African Airways Corporation is disbanded on December 31, when Zambia ends its direct air link as part of the anti-Rhodesia sanctions policy. Its responsibilities pass to the newly independent Air Malawi, Ltd., Air Rhodesia, Ltd. (1) , and Zambia Airways Corporation.
World History
