Established at Nashville in 1977 to provide daily scheduled passenger and cargo roundtrips to Indianapolis. Beech B-80 Queenaire revenue frequencies are duly introduced, but cannot be maintained beyond 1978.
CENTRAL AIR TRANSPORT CORPORATION (CATC): China (1943-1949). Central Air Transport Corporation (CATC) is established at Shanghai on March 1, 1943 from the remnants of the former Deutsche Luft Hansa (DLH)-sponsored Eurasia Aviation Corporation, which had been taken over by the Chinese government following its break with the Third Reich in August 1941. Total assets consist of one Junkers W.34 and a captured Japan Air Lines Company, Ltd. (1) Nakajima AT. Shareholding is divided between the Nationalist government’s Ministry of Communications (80%) and private Chinese investors (20%).
Given the intensity of the war against Japan, CATC undertakes only limited operations during the remainder of the year and into 1944-1945, even though the fleet by the beginning of the latter year is increased by the addition of 3 lend-lease Lockheed Hudsons.
Employing 12 Douglas C-47s purchased in India during December of the previous year, CATC undertakes a full schedule of domestic services in 1946, often in competition with China National Aviation Corporation (CNAC-1) and the new Civil Air Transport (CAT) . The principal duty is the transport of government and other personnel from inland cities such as Chongqing back to their offices in communities like Hankow, Shanghai, Nanking, and Canton.
In July, the company is given access to a stock of 150 surplus C-47s and C-46s in the Chongqing area; many will be taken up to be cannibalized for spare parts.
A Curtiss C-46 with 49 passengers fails its takeoff from Tsinan on July 13 and crashes a mile from the runway (13 dead).
During the year, a total of 45,000 passengers and 4,000 tons of freight are flown.
The fleet in 1947 grows to comprise 32 DC-3/C-47s and Curtiss C-46 Commandos. On July 15, orders are sent to the U. S. for 6 Convair CV-240s. Passenger services from Shanghai to various Chinese cities are maintained, although flights into various markets now begin to cease in the face of the developing civil war.
Still, the carrier books 116,080 passengers and flies 14,050 tons of freight and 1,377 tons of mail.
In 1948,5 DC-3s are purchased from Northwest Airlines. During the year, the route network includes 27 destinations.
During the civil war now grown in intensity, CATC is often called upon by the government to aid the air force and its competitors in providing support to Nationalist troops surrounded in key cities. A C-46 with 3 crew and 37 passengers is lost at Kiangwan on December 5 (9 dead).
These operations continue into 1949, occasionally with losses. During the months January to April, 10 C-46s—one-third of the company’s fleet—are committed to the resupply of Taiyuan, which cannot, however, be held.
Early in the second quarter, the first CV-240 enters service; until the demise of the airline, it will remain the only one of its type in service in China.
A C-36 with 3 crew is lost 200 miles north of Chongqing, on June 2; there are no survivors.
Late in the year, the carrier is disbanded and its men and planes are transferred to Hong Kong. There the aircraft are claimed by the Civil Air Transport. On October 1, Mao Tse-tung proclaims the establishment of the new People’s Republic of China. On November 9, pro-Peking CNAC employees fly the Convair and 11 other aircraft to Tientsin, where they are welcomed by Premier Chou En-lai and the Convair becomes the Beijing, flagship of the new Red Chinese airline.
CENTRAL AIRLINES (1): United States (1928-1929). Short-lived Central Airlines is established at Kansas City in mid-1928 to provide passenger service to Oklahoma City via Wichita and Tulsa. Employing Travel Air 4000 biplanes, Central inaugurates scheduled flights on July 28.
The carrier completes less than a year of service when, in April 1929, it is purchased by the Universal Aviation Corporation and made a subsidiary division of its Universal Air Lines System.
CENTRAL AIRLINES (2): United States (1934-1936). On February 9, 1934, as a result of investigations into an airmail scandal, the U. S. Post Office cancels all existing airmail contracts and the White House orders the Army Air Corps to fly the mail. When the military option fails, the post office rebids the routes at the end of March.
At Pittsburgh, Central is established by James G. Condon and Theodore Taney, backed by John D. and Richard W. Coulter, to bid against Pennsylvania Airlines for the latter’s old Washington to Cleveland route, which it wins when bids are opened on April 20.
The carrier now begins to hire pilots and the first man chosen is James H. Carmichael, who will eventually run the company. Helen Richey wins out over seven male applicants to achieve a position as a copilot, the first female flight crew member hired in the U. S. for regularly scheduled services.
Central, equipped with 2 Lockheed Model 5 Vegas, 2 Stinson SM-6000 Tri-Motors, and 1 Pitcairn PA-5 Mailwing, commences scheduled passenger, mail, and air express services on May 31 linking Washington, Pittsburgh, Cleveland and Detroit. The competition between Central and Pennsylvania Airlines now becomes quite intense.
A Vega crash-lands at Pittsburgh on June 1; there are no injuries reported. En route to Providence, Rhode Island, from Pittsburgh on a September 12 charter carrying 395 pounds of tear-gas shells, a Vega flown by Theodore Taney encounters difficulty over Everett, Pennsylvania. Taney bails out, but his parachute does not open.
Following a publicity ceremony in which she shakes hands for photographers with Assistant Postmaster General William Howes, Helen
Richie makes her first official flight as a copilot on December 31. Her pilot is Horace Stark and the Washington, D. C.-Detroit trip is undertaken in the 5-AT-67, the first Ford Tri-Motor leased from American Airlines. Central now also begins to operate two other chartered American Airlines Ford Tri-Motors, 5-AT-28 and 5-AT-43..
Although company officials support her work, copilot Richie is discriminated against by her male colleagues, who complain to the Air Line Pilot’s Association (ALPA) and the Air Commerce Bureau (ACB). Less than a week into 1935, the latter “suggests” to the carrier that women might not be suitable crew members. Richie’s story is told years later by Glenn Kerfoot in his Propeller Annie: The Story of Helen Richie, the Real First Lady of the Airlines (Lexington: Kentucky Aviation Historical Roundtable, 1988).
On April 21, a Tri-Motor, piloted by James H. Carmichael Jr. (future president of Capital Airlines) with six passengers, literally loses an engine just after departure from Washington’s Hoover Airport for Detroit. The damaged aircraft is successfully returned to Bolling Field, coming to rest without any injuries following a spectacular one-wheel landing and ground loop. On October 29, pilot Carmichael will be awarded the Air Mail Flyer’s Medal of Honor by President Franklin Roosevelt in White House ceremonies.
The American Airlines Ford Tri-Motor lease ends during the first quarter of 1936. Five new Stinson Model A Tri-Motors are, however, purchased in July and August and are employed to upgrade frequencies on the Washington to Detroit service. C. Bedell Monro, chairman of competing Pennsylvania Airlines, recommends a merger as Central, like his carrier, is in deep Depression-era financial difficulty.
Meanwhile, the ACB, acting at the request of the airline’s male pilots, issues a regulation limiting women pilots on scheduled carrier routes to flying only in fair weather. Helen Richey, against whom the new regulation is aimed, resigns in protest in November.
His merger offer spurned, the Pennsylvania chairman also watches as Central’s owners lose control to American Airlines, which then secretly resells Central’s stock to Monro. Following a bitter negotiation, the out-maneuvered Central is taken over by the larger and older Pennsylvania Airlines on November 1, 1936 to form Pennsylvania-Central Airlines.
CENTRAL AIRLINES (3): United States (1944-1967). Founded at Fort Worth in March 1944 to provide feeder service in Texas and Oklahoma, Central is certified by the CAB on November 14, 1946 and begins commercial flight operations on September 15, 1949, employing Beech Bonanzas. Early routes continue in Oklahoma and Wichita-Dallas-Fort Worth in Texas.
Traffic grows and Douglas DC-3s are introduced toward the end of 1950; indeed, the last of these is acquired from Northwest Airlines on June 7, 1957. In 1958, the fleet is made up of 13 Douglas transports. Convair CV-240s join the fleet in 1959-1960. The Fort Worth-based airline expands somewhat by replacing Braniff International Airways and American Airlines on several routes in 1961.
This move, however, proves to be counterproductive, as Central encounters financial and traffic difficulties during 1962-1963 in attempting to compete on its unviable network. Efforts are made to convert the company’s Convairs into CV-580 turboprops.
Airline employment in 1964 is 839. Applications are filed with the CAB for permission to operate from St. Louis to Albuquerque via Kansas City, Wichita, and Amarillo. On July 20, a DC-3 with 14 aboard encounters clear air turbulence over Pueblo, Colorado that severely injures a stewardess.
Enplanements for the year total 413,381. Revenues advance by 7.3% to $11.45 million; the carrier now ranks third among local service carriers in terms of revenues originated at military bases. A net profit of $107,040 is announced, about half the 1963 figure.
Early in 1965, Marion Lamar Muse, who will become CEO of Southwest Airlines a decade later, is named president. The workforce grows to 868 and the fleet includes 14 DC-3s and 7 CV-240s. One of the latter, with 12 aboard, makes a wheels-up landing at Tulsa on January 8;
No injuries are reported. To win traffic, Muse begins a series of marketing promotions, while also changing the corporate image, symbol, and colors.
In December, Central is able to offer service with new equipment as 2 CV-660s, powered by Rolls Royce Dart turboprop engines, begin flying the longer route segments. A total of 441,712 passengers are originated during the year, the lowest by any of the U. S. local service airlines.
Due to lender objections, the carrier is unable to merge with Ozark Airlines in 1966. In a lightning move completed between May 4 and October 1, 1967, Central is purchased by and merged into Frontier Airlines (1).
There is an unofficial website at Http://members. tripod. com/ ~LAMKINS/central.
CENTRAL AIRLINES (4): United States (1974). This short-lived Central Airlines is set up at Omaha, Nebraska, in 1974 to provide scheduled daily roundtrips to Omaha. Employing an Aero Commander 500B, the commuter inaugurates revenue passenger flights, but cannot maintain them beyond year’s end.
CENTRAL AIRLINES (5): 411 Lou Holland Drive, Kansas City, Missouri 64116; Phone (816) 472-7711; Fax (816) 472-1682; Code CT; Year Founded 1993. The fifth Central Airlines is founded by Dewey Towner at Kansas City in 1993 to operate regional scheduled cargo services. Operations commence with a fleet of 30 Rockwell Aero Commander 500s. Flights continue during the remainder of the decade as 3 more Aero Commander 500s and 1 Turbo Commander are acquired.
CENTRAL AIRWAYS: United States (1985). Central Airways is set up at Ft. Lauderdale, Florida, in 1985 to provide daily roundtrip Air Florida commuter services to Sarasota. Although Cessna 402 revenue frequencies are duly inaugurated, Air Florida’s failure brings the same result for this new commuter.
CENTRAL AMERICAN INTERNATIONAL: United States (1978-1982). CAI is established at Louisville, Kentucky, in 1978 to offer on-demand worldwide cargo charter and contract service flights. Operations commence with a fleet of 3 Convair CV-880s, 1 Lockheed L-18 Lodestar, and 1 Douglas DC-3. Much of the business is undertaken for the air freight forwarder Profit Express.
Unable to maintain viability in a recessionary environment, the carrier stops flying in 1982. Its assets will later be purchased by Trans International Airlines (2).
CENTRAL BRITISH COLUMBIA AIRWAYS, LTD. (CBCA): Canada (1945-1953). Bush pilot Russell Baker and mining executive Earl Springer form CBCA at Fort St. James on July 1, 1945 to operate charter and contract service flights throughout British Columbia. Revenue flight operations commence with a single, leased Beech 17 Staggerwing.
On-demand services are provided to remote mining camps and logging operations in 1946-1947, particularly in support of the British Columbia Forest Service.
The first production de Havilland Canada DHC-2 Beaver, registered CF-FHB, is purchased and placed in service in 1948.
During 1949, aerial surveys are flown and support services provided under contract to the developers of the aluminum and power complexes at Kitimat and Kemano. While “ordinary” on-demand flights continue, the carrier now hauls 95% of the Alcan air traffic.
The small bush operation Kamloops Air Services, Ltd. is purchased in the spring of 1950 and CBCA headquarters are transferred to Richmond. Terrace-based Skeena Air Transport, Ltd. is acquired in July 1951 and in 1952, the licenses of White Horse Flying Services, Ltd. and Port Alberni Airways, Ltd. are assumed.
After taking over larger rival Associated Air Taxi, Ltd. (and its Vancouver to Powell River and Port Alberni routes), Baker’s carrier is renamed Pacific Western Airlines, Ltd. on May 15, 1953. The combined fleet now comprises 1 Douglas DC-3, 4 DHC-2 Beavers, 2 Consolidated PBY-5A Cansos, 4 Norsemen, 1 Grumman Widgeon, 2 Fairchild 71s,
1 Beech 17 and 1 Beech 18.
CENTRAL CANADA AIR LINES, LTD.: Canada (1926). CCAL is established at Kenora, Ontario, in May 1926, with J. M. Clarke as president and W. M. Emery as general manager and chief pilot. James A. Richardson of Winnipeg, noted for his later work with Western Canada Airways, Ltd., purchases controlling interest and the new entrant is outfitted with a single Curtiss HS-2L flying boat acquired from Elliot-Fairchild Air Service, Ltd.
Nonscheduled passenger and cargo services are undertaken during the summer, including the delivery of newspapers to mining camps. Dissatisfied with his company’s progress, Richardson withdraws his financial backing and the company shuts down in October. The Curtiss is sold to
Patricia Airways, Ltd.
CENTRAL FLYING SERVICE: United States (1975-1978). CFS is
Set up at Little Rock, Arkansas, in 1975, to provide scheduled local air taxi services. Cessna lightplane revenue flights are duly begun and continue through the next three years.
CENTRAL HIGHLANDS AIR TAXI (PTY.), LTD.: Australia (1991-1992). This air taxi operator is established by Jim Johnson at Emerald, Queensland, in 1991. The 17-employee company undertakes both passenger and cargo charters and contract service flights with
2 Piper PA-31-350 Navajo Chieftains, 2 Piper PA-23 Aztecs, 1 Piper PA-34 Seneca, 1 Rockwell SR.2, and 3 Piper PA-32 Cherokee Sixes. Operations continue for approximately a year.
CENTRAL IOWA AIRLINES: United States (1973). CIA is set up at
Davenport in the spring of 1973 to provide daily scheduled roundtrips to Minneapolis and Ottumwa. Douglas DC-3 passenger and cargo flights are duly inaugurated, but cannot be maintained beyond October.
CENTRAL JAPAN AIRLINES. See NEW CENTRAL AVIATION COMPANY, LTD.
CENTRAL MOUNTAIN AIR, LTD.: P. O. Box 998, Smithers, British Columbia V0J 2N0, Canada; Phone (604) 847-4780; Fax (604) 847-3744; Code 9M; Year Founded 1991. Pilots Neil Blackwell and Douglas McCrea join Central Mountain Air Service, Ltd. at
Smithers, British Columbia, in 1983. The company, one of Canada’s numerous north country bush operations, flies a de Havilland Canada DHC-2 Beaver, Cessna 185, and Piper PA-31-310 Navajo to back country villages and airstrips.
When the air service’s owner retires in 1986, he sells out to the two flyers, who rename the company and work to establish a scheduled airline with five employees, themselves included.
Following two years of additional on-demand frequencies, Central Mountain is able to offer its first scheduled service in 1988, a thrice-weekly Piper Navajo return run from Smithers to Prince George.
Although charter flights continue, additional scheduled destinations are added in 1989—Dease Lake, Telegraph Lake, Sturdee Valley, Vancouver, and Bronson Creek. A total of 2,000 travelers are accommodated on scheduled services during the first full year they are offered. Revenues total $C2 million.
The Smithers-Vancouver frequency becomes twice, later thrice, daily in 1990 and, in 1991, scheduled services are launched to Watson Lake, Edmonton, Kelowna, Kamloops, and Fort St. John. The fleet now includes 3 Beech 1900Cs, 3 Beech King Air 200s, 3 de Havilland Canada DHC-3 Otters, 2 Douglas DC-3s (one an unconverted military C-47B), 1 Beech 18, and 1 Piper PA-31-350 Navajo Chieftain.
While on a service in heavy snow squalls from Sturdee on April 4, the C-47B with three crew and four passengers crashes into frozen Lake Thutade (six dead).
Income for the year reaches C$10 million.
Airline employment in 1992 stands at 97. The 1900Cs and King Air 200s maintain scheduled operations to 12 destinations, while the other aircraft fly charter and nonscheduled services.
Climbing away from the airport at Bronson Creek, British Columbia, at too steep an angle on January 13, 1993, the surviving Douglas transport stalls and noses over to crash 500 feet from the end of the runway and explode; the two crewmen aboard are killed. The tragedy casts a pall over the rest of the year and finances nose-dive.
In an effort to cut costs in 1994, 1 Beech 1900C, the Otters, the Chieftain, and 1 Super King Air 200 are withdrawn. Nevertheless, the company must file for bankruptcy protection in April. Flights continue and Central Mountain prepares a restructuring plan.
The reorganized regional offers service to 10 communities in 1995. The company’s fleet is increased in 1996 by the addition of 2 Beech 1900Cs and, in July, it signs a marketing agreement with the Air Canada, Ltd. subsidiary Air BC, Ltd. The airline transports a total of 60,000 passengers.
At the beginning of 1997, CMA serves 20 destinations throughout Alberta, the Yukon, and British Columbia. In the spring, a C$50-million order is placed for 10 Beech 1900Ds, with options for 10 more. They will be rapidly delivered during the remainder of the year and into the next, together with spare parts, manuals, and training, which are provided for under terms of the initial contract.
In March, following a costly strike by pilots at its regional subsidiaries, Air Canada, Ltd. begins a review of its regional airline arrangement designed to stem losses. Air BC, Ltd. is directed to drop 6 of its 24 destinations and to sell 3 turboprops. Most of the dropped routes are picked up by Central Mountain, which, under a new codesharing agreement with Air BC, facilitates passenger connections with Air Canada, Ltd. flights in Vancouver and Calgary.
On April 6 services are expanded to seven new destinations. Service is now offered from Vancouver to Castlegar, Cranbrook, Nanaimo, and Penticton; from Calgary to Castlegar, Cranbrook, and Penticton; from Prince George to Dawson Creek and Grande Prairie; and from Grande Prairie to Fort St. John.
Two new destinations join the company network on October 26. From Vancouver, six new frequencies are introduced to Campbell River, including four which are nonstop, while five daily roundtrips are simultaneously started to Comox, three of which are nonstop.
In November, thrice-daily return service is inaugurated between Calgary and Spokane; it is the only nonstop route operated between Alberta and eastern Washington. CMA passengers flying from Spokane to Calgary are able to connect at the Alberta city with Air BC, Ltd. flights elsewhere.
The fleet in 1998-2000 includes 11 Beech 1900Ds, 3 Beech 1900Cs, 3 Beech 1900Cs, and 2 King Airs.
World History
