Panamanian government forms this carrier at Panama City on June 21, 1944; in need of support and expertise, COPA sells 40% shareholding to Pan American Airways (PAA) on August 30. The carrier’s first Douglas DC-3 is leased to LACSA (Lineas Aereas Costarricenses, S. A.) in May 1946; that airline subsequently crashes the aircraft on November 26.
Unable to obtain a replacement until the spring of 1947, COPA does not begin service until May 5. On that date, former military C-47s, converted to DC-3 civil standard, initiate multistop flights over a single route from Albrook Field in the Canal Zone (pending completion of Toc-umen Airport at Panama City) to the town of Changuinola, near Costa Rica. Flights will also be made thrice weekly to David and weekly to Bocas del Toro as part of this service, beginning on August 15.
This low-key domestic network is the carrier’s only operation for almost two decades, with the only fleet change being the addition of 2 each Curtiss C-46 Commandos and Convair CV-240s in 1952. The company wins authorization to launch service to Miami in 1965, but chooses not to start.
Regional service finally begins in January 1966 when COPA DC-3s begin flying to San Jose, Costa Rica. A Hawker Siddeley HS 748, ordered in 1965, is delivered on August 5, allowing inauguration of a frequency to Medellin, Columbia.
Three years later, in September 1969, HS 748 Series 2A flights to Managua are initiated, followed by a service to Barranquilla in October. COPA becomes completely Panamanian owned on March 15, 1971, when Pan American World Airways (1) sells back its interest. Low cost fares are introduced along with a Lockheed L-188A Electra in October.
COPA maintains its domestic and minimal regional network over the next decade, concentrating on discount fares over jetliner service. An HS 748-2A is sold back to Hawker Siddeley in May 1974; the manufacturer will employ the aircraft to develop a coast guard patrol plane. Two former Eastern Air Lines L-188Cs join the fleet during the year.
By 1978, Chairman Dr. Carlos Icaza presides over an airline of 502 employees that links the nation with Costa Rica, Nicaragua, El Salvador, Guatemala, and Colombia.
In 1981, scheduled Panamanian domestic flights are discontinued and the company begins to concentrate on building a regional and international route network. Passenger boardings on the year total 141,924 and are level in 1982.
One each L-188A and L-188C are sold to Galaxy Airlines in 1983. Customer bookings rise to 147,163.
During the following 10 years, San Salvador, El Salvador; Guatemala City, Kingston, and Port-au-Prince are added as destinations. The first Boeing 737-200 is placed in service in 1984 and the last L-188C is retired in 1985.
Operations continue apace in 1986-1988 and in 1989, the fleet includes the B-737-112 and one leased B-737-230C. Service to Miami begins on December 1, but these and all other operations are curtailed by the U. S. invasion on December 20-21, during which the Tocu-men-Torrijos International Airport, east of Panama City, is damaged in the fighting.
Once civil operations are allowed to resume in 1990, the fleet is increased by the addition of a leased B-737-281 and a B-737-204A, the latter chartered from Britannia Airways, Ltd. The Miami service becomes permanent and frequencies are increased to five per week in February and daily on April 1.
One of these “Baby Boeings,” with 22 aboard, crashes into the Pacific Ocean on April 18 after takeoff from the Panamanian island of Conta-dora as the result of birds being sucked into its engine (20 dead). Plans are announced in September for the purchase of the grounded Air Panama International, S. A.
Another chartered B-737-204A joins the fleet in 1991 as new services are started to Mexico City in October. The company now operates internationally to San Jose, Managua City, San Salvador, Guatemala City, and Miami.
Statistics are reported for the period from May through December and show enplanements skyrocketing 79.7% to 265,581 and freight rising 25.8% to 2.38 million FTKs.
The workforce is increased a dramatic 61.9% in 1992 to 620 as a leased B-737-275 joins the fleet and begins flying to Cali and Montego Bay in May and San Juan, Puerto Rico, in June.
While en route from Panama City to Cali on June 6, Flight 201, a B-737-204 with 7 crew and 40 passengers encounters thunderstorms at
25,000 ft. The aircraft suddenly rolls into a steep descent and starts to break up as it passes 10,000 ft. The jetliner plunges into the earth, nose down at an 80-degree angle.
The wreckage is found near the border with Colombia on June 7 and there are no survivors. The search for clues to the cause of the tragedy will be documented in the Public Broadcasting System’s Nova series documentary The Mystery of Flight 201.
Figures are released for the first five months of the year. They indicate bookings are down to 114,129 and freight is only 1.7 million FTKs. Later in the year, a comprehensive marketing plan is signed with TACA International Airlines, S. A., which provides for joint purchasing, fleet rationalization, and cooperation on support services. COPA will be the only one of the six members of the TACA Group in which TACA International does not hold equity.
By 1993, the workforce stands at 620 and Chairman/President Alberto Motta’s fleet comprises 5 B-737-200s. Passenger bookings through June are up 18.2% to 160,239 while freight rises 29.7% to 2.7 million FTKs.
Just after landing at Panama City following a November 19 service from Miami, a B-737-112 with 6 crew and 86 passengers suffers the collapse of its nosegear on a rain-soaked runway; although the aircraft is severely damaged, there are no fatalities.
Airline employment is increased by 19.3% in 1994 to 945 and the fleet now contains 1 owned B-737-230C freighter and 7 other Baby Boeings, all leased passenger-carrying models.
While en route from Guatemala City to El Salvador on August 7, a B-737-200 with 78 passengers is taken over by a lone air pirate who demands that the aircraft divert to Managua. The hijacker is taken in hand by Nicaraguan police as soon as he steps off the aircraft.
Customer boardings, for the year as a whole, jump 36.3% to 519,602.
The workforce grows to 1,158 in 1995, a 22.5% increase. The U. S. reservations centers of the TACA Group members are consolidated in a single El Salvador facility and services are initiated to the Dominican Republic. On June 14, the company’s license is renewed for the operation of services between Panama City and San Juan via Santo Domingo.
Enplanements increase 43.8% to 661,185 and operating revenue jumps 24.3% to $180.79 million.
Airline employment grows a significant 51.3% in 1996 to 1,210. Service is started to Havana, Caracas, Sao Paulo, and Buenos Aires. An alliance is planned with American Airlines as part of the general accord with the TACA Group.
Unknown by the public, the company operates a U. S.-registered B-737-200 on 138 flights during July without an FAA-approved maintenance program. This month of service will cause difficulties.
By year’s end, the group operates an extensive international route network that includes 14 points in Central America, 12 in South America, 3 in Mexico, and 8 in the U. S.
The company’s 11 B-737s transport a total of 688,769 passengers, a 4.2% increase, and 187,000 FTKs are operated, a giant 71.3% improvement.
The employee population grows by 6.4% in 1997 to 1,308. TACA Group officials and executives from American Airlines sign a codesharing pact in the spring. Flights to Santiago and Lima commence in July, the same month in which the U. S. FAA certifies the company to undertake limited repairs and maintenance work.
In September, the FAA proposes a $138,000 fine against COPA for its unauthorized B-737 operation the previous July. Noting that the airline has made significant progress over the previous 12 months, the American agency refuses to stiffen the fine.
In November, TACA Group begins service to Santo Domingo. Two-class service is introduced by COPA during November. Thrice-daily service to Dallas (DFW) from San Salvador, San Jose, and Guatemala City begins in December.
Destinations visited at the end of the year include Barranquilla, Bogota, Cali, Cartagena, Dallas (DFW), Guatemala City, Guayaquil, Havana, Kingston, Lima, Managua, Medellin, Mexico City, Miami, Montego Bay, Port-au-Prince, Quito, San Jose, San Juan, San Pedro Sula, San Salvador, Santiago, and Santo Domingo.
Passenger boardings ascend 12.1% to 772,178 while freight increases 56.3% to 17.25 million FTKs.
The carrier bans smoking on all of its services as of January 1, 1998.
In May, a 49% stake in the carrier’s parent holding company is acquired by Continental Airlines. Subject to “certain conditions,” the two will enter into a comprehensive marketing and code-sharing alliance.
COPA, on January 19, 1999, places orders for 8 Next Generation B-737-700s. Simultaneously, four units are requested from two lessors, Tombo Aviation Services and GE Capital Aviation Services, with the first aircraft scheduled for delivery in April.
Chartered from Tombo, the premier Next Generation B-737-71Q is delivered in ceremonies at Seattle on May 24. The aircraft wears the company’s new image, emphasizing the new alliance with Continental Airlines.
Following its arrival at Panama City, additional ceremonies are held, with a ribbon cut by Panamanian first lady Dora Perez Balladares and comments from COPA Chairman/President Alberto Motta. Simultaneously, the code-share with Continental is initially implemented through a linkage of the two carriers’ frequent flyer programs. Plans are announced for the opening of a new Presidents Club at the Panama airport later in the year. COPA continues to plan for the opening of services to Buenos Aires and Sao Paulo.
It is announced on May 25 that the number of daily roundtrip flights between Newark and Dallas (DFW) will be increased on September 9 from six to nine.
COPA and Continental begin code-sharing on June 10. The Panamanian line places its “CM” code on approximately 35 Continental flights serving 22 destinations (including Houston, Newark, and Los Angeles), while the American major puts its “CO” code on COPA’s flights to Latin America, as well as Miami.
Daily return flights from Panama City to Guatemala City begin on July 5.
New service is started to San Salvador on October 15.
Twice-daily Next Generation B-737-71Q return flights are offered on October 29 between Panama City and both Miami and Lima.
A second daily return service to Havana is launched on November 8 while four-times-a-week Next Generation B-737-71Q roundtrips begin on November 26 from Panama City to Buenos Aires.
With immediate effect, a strategic alliance is entered into with Santiago-based Avant Airlines, S. A. on December 2. In addition to linking frequent flyer programs, the two share their codes on one another’s flights.
Traffic and figures are not available as the carrier enters 2000.
With financing arranged by the U. S. Export-Import Bank, Copa orders four more Next Generation B-737-71Qs on February 2.
Four weekly Next Generation B-737-71Q roundtrips are initiated on February 7 from Panama City to Orlando. Flights to Cancun, also four-times-a-week, begin the next day.
The new Presidents Club at Tocumen International Airport in Panama is opened on March 12 in joint ceremonies with Continental Airlines.
Under terms of a new pact, the carrier begins to place its “CM” code on Gulfstream International Airlines flights between Miami and Orlando on May 2.
Daily nonstop service to Los Angeles is initiated from Panama City on June 1, followed by thrice-weekly roundtrips to Sao Paulo on June 29. This expansion is made possible by two recently delivered B-737-71Qs.
COPENHAGEN AIR TAXI, A. S.: Kobenhavns Lufthavn Roskilde, Lufthavnsvej 20, DK-4000, Roskilde, Denmark; Phone 45 (46) 19 11 14; Fax 45 (46) 19 11 15; Http://www. daa. dk/copenhagen/ index. htm; Code CAT; Year Founded 1963. Organized at Kobenhavna
Lufthaven (Copenhagen Airport) in May 1963, this company, as its name implies, is primarily a charter operator. Late in the decade, it begins to offer scheduled lightplane services from its base to the islands of Anholt, Laeso, and Samso.
These commuter services continue with little change into the 1980s, at which time the fleet comprises 2 Partenavia P-68Cs, 1 Piper PA-23 Aztec, and 16 single-engine aircraft.
In 1986, Managing Director/Chief Pilot Kenneth Arly Larsen acquires 2 more P-68Cs. No significant alterations until 1990 when another Partenavia is delivered, along with 2 Piper PA-31-350 Navajo Chieftains and 2 Piper PA-34 Senecas.
Managing Director Larsen and General Manager C. B. Christoffersen oversee a workforce of 22 in 1993-1994. The fleet now includes 1 Aztec, 1 Seneca, 1 Mu-2, 2 Navajo Chieftains, 5 Partenavias, and 12 Cessna 18 Skylanes.
It is undestood that flights continue without change for the remainder of the decade; exact information is, however, unavailable, except for schedule information that is promoted via an Internet website.
COPISA (COMPANIA PERUANA INTERNACIONAL DE AVIA-CION, S. A.): Peru (1964-1973). With a fleet of 3 Curtiss C-46 Commandos, this charter carrier, founded at Lima in July 1964, undertakes freight and passenger charters from Iquitos to Maracaibo and from Lima to Miami via Cali and Panama City. A Lockheed L-749 Constellation, previously flown by British Overseas Airways Corporation (BOAC) and Capitol Airways, is leased from California Airmotive in February 1966.
Following a suspension of services between July and September 1967b, the company resumes flying the Lima-Miami run, although the Maracaibo operation is withdrawn. At this time, 2 more Constellations are acquired, including a former Air France L-749 purchased from Royal Air Maroc and an L-649 once flown by Eastern Air Lines. Late in 1968b, an L-749A previously operated by Skyways, Ltd. is purchased from the Bolivian charter operator Transportes Aereos Benianos, S. A.
Operations continue apace in 1968-1972, during which time the L-649 is passed to the Dominican airline Aerovias Nacionales Quisqueyanas, S. A. As the result of increasing fuel prices and a poor economy, the carrier shuts down permanently in 1973.
COPPER STATE AIRLINES: United States (1980-1982). Wiley E. Green’s Douglas, Arizona-based FBO Go Flying establishes an airline division in the spring of 1980 to offer scheduled intrastate passenger and cargo flights. Employing a Piper PA-31-350 Navajo Chieftain and a PA-34 Seneca, the new entrant inaugurates revenue services to Tucson, El Paso, Sedona, Prescott, and Phoenix on April 11.
Operations continue apace until 1982 when the company, another third-level victim of the national recession, shuts its doors.
COPTCO HELICOPTER SERVICE: Isla Grande, Lot 3 South, San Juan, Puerto Rico 00907, United States; Phone (787) 729-0000; Fax (787) 729-0003; Year Founded 1993. Coptco is set up at Fernando Luis Ribas Dominicci Airport in 1993 to offer executive and sight-seeing passenger charters. Within seven years, Operations Director Danny Castro oversees the work of four pilots who fly two Aerospatiale AS-350 Astars.
COPTERLINE O/Y: Heliport Hernesaai, Hernematalankata 2, Helsinki, 00150, Finland; Phone 358 (9) 681 1670; Fax 350 (9) 681 16767; Http://www. copterline. com; Year Founded 1999. On March 8, 1999, the 39-year-old Helikopteripalvelu, O/Y and decade-old Copter Action, O/Y are merged to create Finland’s largest civil rotary-wing operator, Copter Action Oy Helikopteripalvelu. Tapani Makinen is named managing director on April 9 and his fleet includes a mix of 14 Eurocopter BO-105Cs, EC-135s and Ecureuils, Hughes 300 and 500s, and a Bell 290B Jet Ranger.
Operations of the two merger partners are officially combined on July 30. Helicopter work performed includes EMS flights, power line inspection, training, and search and rescue. Research is conducted for the possible implementation of a helicopter commuter service for business travelers. Revenues for the year total FIM 35 million and a profit of FIM 5 million is posted.
The workforce totals 80 at the beginning of 2000. The decision to launch a scheduled helicopter passenger service is announced in January. On February 1, orders valued at $15 million are placed for a pair of Sikorsky S-76C+ helicopters, the first of which is delivered on March 16.
The combined company celebrates its fortieth anniversary on April 5. The second S-76C+ is delivered on April 28.
On May 5,26-times-a-day scheduled return passenger service is inaugurated across the Gulf of Finland between Helsinki and the Estonian capital of Tallinn. Fares for the 43.5-nm. 18-min. flights are $140. Customer boardings quickly accelerate to between 3,000 and
4,000 per month.
On May 19, letters of intent are signed with Sikorsky for two new airline-configured S-92s, valued at $15.5 million a copy. Planning is now started for a new Helsinki to St. Petersburg route, which could be inaugurated shortly after delivery of the S-92s.
CORAL AIR: United States (1980-1984). Established by John Stuart Jervis, who had previously operated Clipper Air International, at St. Croix in the U. S. Virgin Islands on January 15, 1980, this small third-level operator begins scheduled passenger and cargo flights to San Juan on February 15.
The initial fleet comprises 4 Australian-built GAF Nomad N-24As and 1 Nomad N-22B that give the company its greatest distinction, that of the largest U. S. operator of this little-known aircraft type. On May 12, Eastern Caribbean Airways is purchased. Enplanements reach 50,112 by December 31.
Flights are maintained or initiated during 1981 to St. Thomas, Tortola, Nevis, and St. Kitts. The workforce grows to 84 and the fleet now also features 1 Shorts 330, 1 Britten-Norman BN-2 Islander, and 1 Piper PA-34 Seneca. Customer bookings skyrocket 147% to 123,784. Startup, acquisition, and other costs force Coral to enter Chapter XI bankruptcy at year’s end.
The third-level operator flies through its reorganization and reemerges on August 6, 1982 with 2 new de Havilland Canada DHC-6-200 Twin Otters and a new management team led by president and owner Jervis. Flying from Christiansted to San Juan, St. Thomas, and Tortola, Coral Air transports 85,841 passengers.
Operations continue apace in 1983, but the company, never in good fiscal health, is forced to reduce its aircraft fleet to the 2 De DHC-6-200 Twin Otters. In 1984 the small regional is sold again, but the new owners can do no better and the company ceases operations later in the year.
CORDOVA AIRLINES: United States (1936-1967). Cordova Airlines is formed by “Mudhole” Smith at Cordova, Alaska, in June 1936 to offer flights to various destinations in and surrounding Anchorage. Service is offered, initially, with a Bellanca CH-300 Pacemaker floatplane. Bush operations continue for the remainder of the decade and the three following.
Three crashes and two tragedies are experienced during the 1950s. On January 15, 1951, four freeze to death following the crash of a lightplane on the Copper River flats. A Lockheed Model 10A must be written off following a bad landing at Anchorage on June 25, 1952.
Operations continue apace in 1953-1955. Rival Christensen Air Service is acquired in March 1956. En route from Seward to Anchorage on April 10, a newly delivered Aero Commander 500 crashes at about the midway point between the two cities (six dead).
Two years later, in 1958, the company’s fleet comprises 2 Douglas DC-3s, 1 Curtiss C-46 Commando, and a variety of small aircraft such as de Havilland Canada DHC-2 Beavers and DHC-3 Otters. Services are maintained without incident in 1959 over a route network that includes such destinations as Anchorage, Valdez, Cordova, and Seward.
A PA-18 is badly damaged following its landing on wet snow at the head of Alaska’s Nicjowak River on December 3, 1960. A newly acquired Grumman G-44 Widgeon crashes at Hinchinbrook Island on August 14, 1961, injuring both men aboard.
On July 23, 1963, another Widgeon with four aboard overshoots its landing and crashes. Acquired to run freight, a C-46 is heavily damaged in an Anchorage crash on September 5. It is written off and replaced with two other of the same type. Enplanements for the year are up to 26,963.
The great Alaskan Earthquake of March 1964 strikes in the center of the company’s market territory. For months after the event, the airplane, including Cordova’s, is the only way to reach affected communities. As a result, the company’s 7 aircraft and 84 employees work unceasingly to provide transport. A G-44, with eight aboard, crashes at Cordova on July 17 and a Cessna 185, with two aboard, is lost while landing at Seldovia on December 22. Injuries in both incidents are slight.
As a result of the earthquake, passenger boardings jump 30% to 38,518 and freight traffic climbs by 41%.
The workforce in 1965 totals 69. A Cessna 180 with three passengers makes a hard landing at English Bay on April 19. Another Cessna 180 with five aboard crashes at Lake Tustumena on September 4 (four dead). A DC-3 cargo plane suffers a flat tire while landing at McCarthy on September 14 and crashes. Bookings for the year decline to 34,642.
Flights continue without change in 1966; however, both traffic and revenues decline. Customer bookings are only 22,000. At New Year’s 1967, the employee population is reduced to 47 and 2 aircraft are removed, including 1 of the Commandos. Merger discussions are started with the company’s main competitor and, on December 7, Cordova is purchased by and merged into Alaska Airlines.
CORK AVIATION CENTRE, LTD.: Cork Airport, Cork, Ireland; Phone 353 (21) 888747; Fax 353 (21) 888500; Http://www. aardvark. ie/cac; Year Founded 1995. Cork Aviation Centre is established at Cork, in the Republic of Ireland, in 1995, as an air taxi and small group charter company. Revenue flights begin, and continue, with a Piper Aztec.
CORPORACION BOLIVIANO DE FORMENTO, S. A.: Bolivia (1946-1965). Government-owned CBF is established at La Paz in the spring of 1946 to haul bulk cargo, including meat. Three Curtiss C-46 Commandos are acquired and revenue flights commence in May.
Operations continue for two decades largely without change, although 3 former military Boeing B-17s are also placed into service. On May 29, 1965, the company’s assets are transferred to LAB (Lloyd Aero Boliviano, S. A.).
CORPORACION SUDAMERICANA DE SERVICIOS AEREOS, S. A.: Argentina (1938-1946). Dr. Mario Pastega and Ing. Mauro Herl-itska establish the company at Buenos Aires in 1938 to fly a shuttle across the Rio de la Plata to Montevideo. Having obtained a pair of Macchi C-94 flying boats and aircrew from Italy, the new entrant begins flights between the waterfronts of the two capitals in February 1939.
Buenos Aires-Rosario service is inaugurated on May 15, but is suspended in early September. The Italian-backed carrier maintains its crossings until December 1941 when, after the Second World War expands beyond Europe, it is forced to suspend operations.
In late 1945, Dr. Jose Dodero forms an air transport subsidiary for his steamship concern, Compania Argentina de Aeronavegacion Dodero. A flying boat enthusiast, Dodero now orders several Short S-25 Sandring-hams from the U. K. and, on May 2, 1946, purchases the remaining assets of the “Corporacion,” with the idea of restarting it.
Pursuant to its new policy of assuring local participation in Argentine air transport through the creation of joint stock companies, the government decrees the start-up of ALFA (Aviacion del Litoral Fluvial Argentina, S. A.) on May 8. It encourages Dodero to take majority ownership and merge the Corporacion and the new entrant. Dodero does so and the one-time Italian-backed airline is thus absorbed to form the basis of a new carrier.
CORPORATE AIR (1): United States (1978-1993). Corporate Air is established at by Barry S. Lutin at Brainard Airport, Hartford, Connecticut, in 1978. Nonscheduled, third-level, all-cargo services are inaugurated and during the year, a total of 394,000 pounds of freight are transported. The company’s 12 aircraft are able to increase their haulage by a huge 60.3% in 1979 to 992,000 pounds.
Operations continue apace and, by 1985, the fleet includes 1 Convair 580, 1 Convair 640, 1 Convair 240, 6 Learjet 25s, 4 Piper PA-31-310 Navajos, 4 Piper T-1040s, plus several Piper lightplanes. This fleet remains in service for eight more years.
CORPORATE AIR (2): Billings-Logan International Airport, P. O. Box 30998, Billings, Montana 59107, United States; Phone (406) 248-1541; Fax (406) 248-7670; Http://www. aviationdirectory. com/corporat. htm; Code DN; Year Founded 1981. Michael Overstreet forms Corporate Air at Billings, Montana, in 1981 to provide allcargo services throughout the northwest, many on behalf of express operators and freight forwarders.
Revenue operations commence and continue with a fleet that includes 17 Rockwell Aero Commander 500B/680s, 1 Beech 99, 42 Cessna 208 Caravan Is, 3 de Havilland Canada DHC-6-300 Twin Otters, 2 Shorts 330s, and 4 Piper PA-31-310 Navajos.
By 1996-1997 Chairman Overstreet and President Linda Overstreet have increased their business, with additional hubs established at Denver and Honolulu. Replacement services are often flown on behalf of Federal Express and Midway Airlines (2). Now significantly larger, the fleet includes the 17 Aero Commanders, 9 Douglas DC-3s, 4 each Piper PA-31-350 Navajo Chieftains, Embraer EMB 110 Bandeirantes, and Twin Otters, 3 each Shorts 330s and Shorts 360s, 2 each Beech 99s, Convair CV-340s, and Fokker F.27-600s, and 1 each DC-4, Beech 1900C, Cessna 414 Chancellor, and Convair CV-580.
While en route on a ferry flight from Oakland, California, to Honolulu on April 12 of the latter year, a DHC-6-300 runs out of gas and ditches into the Pacific Ocean near Hilo. Although the aircraft is lost, the pilot is rescued by the US Coast Guard.
Just after landing at Billings on November 25 following an all-cargo service from Great Falls, a Shorts 360 with two crew suffers the collapse of its left main landing gear, causing the aircraft to ground loop and slide. Although the plane is badly damaged, neither flyer is hurt.
Flights continue in 1998, albeit not without cost. While on approach to Bismarck after a FedEx-contracted all-cargo flight from Grand Forks on April 7, a Cessna 208B crashes; the aircraft is destroyed and its pilot killed.
On May 9, an Aero Commander 500A suffers the collapse of its left main landing gear while landing at Billings; although the plane is damaged, the pilot is unhurt. On June 16, the pilot of another Aero Commander, a 680L, is not so lucky. While on approach to Helena following an all-cargo service from Kalispell, the plane collides with 5,150-ft. high terrain and is destroyed, its flyer killed. Despite the loss, service is maintained into the new millennium.
CORPORATE AIR MANAGEMENT: 6740 S. Service Drive, Waterford, Michigan 48327, United States; Phone (248) 666-3343; Fax (248) 666-1112; Year Founded 1985. CAM is set up at Oakland-Pontiac Airport in 1985 to offer FAR Part 135 passenger charters in competition with Chrysler Pentastar Aviation and Corporate Flight.
By 2000, the successful carrier is not only operating in the North America, but to Mexico, South America, and the Caribbean as well. The employee population reaches 15 full-time and 8 part-time staff and the fleet now includes 1 each British Aerospace BAe (HS) 125-400 Hawker, Learjet 24E, Learjet 25D, Beech Super King Air 200, and Beech King Air 90.
CORPORATE AIRCRAFT MANAGEMENT: 583 Bell Ave., Chesterfield, Missouri 63005, United States; Phone (314) 532-1918; Fax (314) 532-9657; Year Founded 1993. CAM is founded at St. Louis in 1993 to provide executive and small group passenger charters for public and corporate customers. Within 7 years, the company employs 10 pilots and bases its aircraft at both St. Louis airports.
The majority of the fleet is based at Spirit of St. Louis Airport and includes 2 Cessna 501 Citation Is and 1 each Grumman G-1159 Gulf-stream II, Mitsubishi Mu-300 Diamond lA, Beech Super King Air 200, King Air 100, and King Air 90. A Learjet 60 is flown from St. Louis.
CORPORATE AIRLINES: P. O. Box 270487, Nashville International Airport, Nashville, Tennessee 37227, United States; Phone 615-275-3950; Fax 615-275-3039; Http://www. iflycorpex. com; Code 3C; Year Founded 1996. To help fill the void left by the departure of American Eagle, CEA is established at Nashville, Tennessee, in late October 1996 as the scheduled airline division of Charles R. “Chuck” Howell IV’s charter operator Corporate Flight Management. A fleet of 6 British Aerospace BAe Jetstream 31s, painted in the company’s blue, white, and silver livery, is assembled during November while the carrier obtains its Part 121 certificate from the FAA.
Business-class service and atmosphere is immediately emphasized. Plans are made to greet customers with complimentary coffee and newspapers and escort them to their aircraft over red carpets. Revenue services from Nashville to Knoxville and Tri-Cities Regional Airport commence on December 16.
Scheduled services are inaugurated in January 1997 to Atlanta, Little Rock, and Memphis, although the latter two destinations will be dropped later on. When Great Lakes Aviation, an associate of Midway Airlines (2) at Raleigh/Durham, voluntarily shuts down over safety issues on May 16, the Nashville carrier quickly enters into a code-sharing agreement with Midway.
On June 1, Corporate Jetstream 31s inaugurate 24 daily frequencies from the North Carolina airport to Columbus, Nashville, Baltimore (BWI), Norfolk, Wilmington, Myrtle Beach, Charleston, Savannah, and Jacksonville. In order to free up capacity for the new hub, service to unprofitable Knoxville and Tri-Cities Regional Airport is dropped.
At the same time as the company expands, orders are placed with BAe Asset Management: Turboprops for the charter of 14 Jetstream 32s. All will be units removed within the last year by American Eagle carriers. A simple frequent flyer program is now instituted: fly 9 roundtrips (or 18 one-ways) and win a 10th roundtrip free.
The first Jetstream 32s, upgraded to Enhanced Performance or EP standard, are delivered to the company’s Nashville headquarters in September. Airline employment increases to 230 and a site is established on the World Wide Web.
A total of 129,613 passengers are flown during this first full year.
In May 1998, the company, in an effort to heighten name recognition with business travelers, changes the airline name to Corporate Airlines.
When Midway Airlines (2) introduces daily Canadair CRJ200 service on June 14 between Raleigh/Durham and both Charleston and Myrtle Beach, South Carolina, Corporate’s daily Jetstream 32 frequencies between these points is increased from two to three.
On August 3, thrice-daily Jetstream 32 roundtrips, dual-designator with Midway Airlines (2), are inaugurated between Raleigh/Durham and both Columbia and Greenville/Spartanburg, South Carolina.
Flights continue apace during the remainder of the year. Customer bookings accelerate 15.4% to 150,000.
Passenger boardings accelerate 19.9% to 179,000.
During the early spring of 2000, the Nashville-based regional purchases 5 more Jetstream 32EPs. When Trans States Airlines elects to concentrate on ATR and ERJ-145 services, Corporate, under a new contract with Trans World Airlines, is able to launch “Trans World Express” flights on May 8. Routes covered include St. Louis to Cape Girardeau, Fort Leonard Wood, Marion, and Quincy in Illinois and Burlington, Iowa. Eight more J-32EPs are leased for the expansion.
CORPORATE AIRLINES CANBERRA (PTY.), LTD.: Australia (1992-1996). Privately owned CAC is established at the Australian capital in 1992 to offer scheduled third-level passenger and cargo services to Merimblula. Revenue flights begin in October with 3 Cessna 404 Titans. Neither traffic nor financial figures are released.
In 1993, the carrier assumes responsibility for the Canberra-Albury route previously flown by failed Western Airlines (Pty.), Ltd. A Cessna 441 is acquired to service the new run.
Operations continue apace in 1994-1995. Although no information is available, the company’s traffic and fiscal situation deteriorate to a point where it is forced to shut its doors in February 1996.
CORPORATE EXPRESS: 6860 South Service Drive, Waterford, Michigan 48327, United States; Phone (810) 666-9713; Fax (810) 666-9614; Http://www. corpxair. com; Code 3C; Year Founded 1992.
Corporate Express is established by the IFL Group at Waterford, Michigan, in 1992 to operate nonscheduled cargo services throughout the Midwest as an affiliate of Contract Air Cargo. Revenue flights begin and continue with a fleet of 9 Douglas DC-3s.
By 2000, President Michael Church oversees a workforce of 60 and operates nonscheduled services with a fleet of 8 Douglas freighters.
CORPORATE EXPRESS, LTD.: Calgary Esso Aviat, 575 Palmer Road N. E., Calgary, Alberta, T2E 7G4, Canada; Phone (403) 2164050; Http://www. corpxair. com; Year Founded 1974. Corporate Express traces its heritage to Gord Peariso’s founding of his Peariso Aviation, Ltd. at Calgary in 1974 to provide aircraft maintenance and parts for over 30 major oil companies operating corporate planes in western Canada.
In the mid-1980s, Peariso takes over Corpac Canada, Ltd., the Piper Aircraft Corporation’s Canadian Cheyenne distributor. After managing a corporate Beech King Air for several years, Corpac Canada eventually acquires the aircraft and diversifies into the charter business under the name Corporate Express.
In 1991, the company launches the first corporate shuttle service in western Canada, operating it with a British Aerospace BAe Jetstream 31 back and forth between Calgary and Edmonton for the Telus Corporation.
Corporate Express gradually expands during the remainder of the decade and into 2000. Airline employment grows to 30 and a fleet of 4 Jetstream 31s based in Calgary and Edmonton flies over 45,000 people on corporate shuttles and charters throughout western Canada and North America.
World History
