W. R. CARPENTER AND COMPANY (PTY.), LTD.: Australia (1934-1944). In the spring of 1934, J. R. Carpenter of the trading firm W. R. Carpenter and Company, Ltd. obtains a three-year New Guinea mail and passenger contract from the civil administration of the territory. After purchasing 1 de Havilland DH 84 Dragon and 2 DH 83s, Carpenter, flying under the trading house’s name, begins service on August 1. The initial mail routes are Wau-Port Moresby, Bulolo-Wau, and Salamaua-Wau, Port Moresby, and Bulolo. Passengers and freight are soon carried from Salamaua and Lae to the mining towns of Wau, Surprise Creek, and Upper Ramu.
The air transport branch of W. R. Carpenter and Company is merged with Pacific Aerial Transport (Pty.), Ltd. on October 16, 1936 to form Mandated Airlines (Pty.), Ltd. The new entrant, a subsidiary of the trading company, obtains additional contracts, destinations, and a fleet comprising 3 Dragons, 3 Fox Moths, 1 Avro 642, 1 Australian-built de Havilland DH 50A, and 1 Fokker V-II.
W. R. Carpenter and Company prepares to resume aerial activities in 1938 when it obtains a five-year mail contract, separate from that held by Mandated Airlines (Pty.), Ltd., and takes delivery of 3 DH 86Bs. The renewed operation begins weekly return flights from Sydney-Rabaul via Port Moresby and Salamaua on May 30.
Following the Japanese attack in December 1941, the carrier’s DH 86Bs are taken over by the Royal Australian Air Force. Service is, however, maintained with 2 Lockheed Model 14H Super Electras. One is lost to enemy action. The W. R. Carpenter and Company mail route from Australia to New Britain via Papua expires on February 13, 1942. It is resumed on February 1, 1943, although Port Moresby is the northern terminus. The operation, flown by the carrier’s one remaining aircraft, the L-14H Coronia, is suspended on March 16.
Following a year of contract work by the Lockheed, the assets of Carpenter’s air transport division are acquired for A?44,000 by Qantas Empire Airways (Pty.), Ltd. in October 1944. The traders, however, still control its other subsidiary, Mandated Airlines (Pty.), Ltd.
CARSON HELICOPTERS: 32-H Bloomberg Glen Road, Perkasie, Pennsylvania 18944, United States; Phone (215) 249-3535; Fax (215) 249-1352; Year Founded 1957. Carson Helicopters is established by Franklin Carson at Perkasie, Pennsylvania, in October 1957 to offer passenger and freight charter and contract helicopter services within the eastern U. S. Operations commence in April 1958.
By the middle to late 1980s, Carson has been renamed and acquired a large rotary-wing fleet of Sikorsky S-61s and S-58Ts. President Carson’s operation continues in 1994 with 2 S-58Ts and 3 S-61Ns. By 1998-1999, the fleet has been altered to include 6 S-61Ns.
The 2000 fire season is the worst in the U. S. West since 1994, with over 67,000 fires consuming in excess of five million acres in Washington, Oregon, California, Idaho, New Mexico, and Montana by mid-summer.
Spectacular fires first grasp the attention of world viewers in May and June when television networks picture the huge fires raging through New Mexico, including the Los Alamos area where a nuclear facility is located. The Cerro Grande fire consumes over 47,650 acres of federal forest and wildlands in the Bandelier National Monument while the stubborn Viveash fire in Santa Fe National Forest burns over 30,000 acres. Carson is 1 of 10 civil helicopter operators assigning assets to the blazes; its S-61s first battle the New Mexico blazes before moving on to other states as the summer fires spread.
CARVER AERO: 5701 Grandview Ave., Muscatine, Iowa 52761, United States; Phone (319) 263-8672; Fax (319) 263-8693; Year Founded 1951. Carver is established in 1951 as the FBO at Muscatine Municipal Airport in Iowa. Over the next 46 years, the company also branches out into the executive and the small group passenger charter business. By 2000, the company employs seven full-time pilots and operates from three locations in Iowa and one in Illinois.
A Beech 58 Baron is flown from Muscatine, a Piper PA-23 Aztec is based at Clinton, and the largest contingent in the state is housed at Davenport. Here Carver maintains 1 each Beech King Air 90 and King Air 100, 1 Piper PA-31-310 Navajo, and 1 PA-32 Cherokee Six. A Baron is also operated from Moline.
CASAIR (CASAIR AVIATION, LTD.): United Kingdom (1980-1988). Established at Teesside Airport as a charter operator, Casair, Ltd. at first supports the England-Scotland commuter network of Genair, Ltd. After the failure of that small carrier, Casair takes over its scheduled network in 1982. Employing a fleet comprising 2 Cessna 404 Titans and 1 Piper PA-31-350 Navajo Chieftain, services are maintained linking the company base with Glasgow and Humberside. A number of flights are undertaken in conjunction with Air Ecosse, Ltd.
In 1986, Managing Director Jack Cassidy adds a Piper PA-23 Aztec to the fleet to assist with air ambulance and air taxi portion of the business. Another Cessna 404, a second Navajo Chieftain, and a Twin Com-manche are purchased in 1987 as Aberdeen, Belfast, and Manchester join the route network.
Overextended in a time of airline recession, the carrier is forced to shut its doors in March 1988. Efforts to reestablish are unsuccessful.
CASCADE AIRWAYS: United States (1969-1986). Cascade is established at Spokane on April 1, 1969 to provide scheduled commuter service to points in the Pacific Northwest. Founder Mark M. Chestnut is named president. Over the next year, the carrier is organized and a fleet of Beech 99s is assembled.
Revenue flights commence on May 24, 1970 over a Spokane-Seattle route. Operations continue apace in 1971-1972 as service is also extended to Yakima and Wenatchee. A mail service is introduced connecting Spokane with Portland via Pasco.
In 1973, officials report their boardings up by 12% and freight by 63%. The number of scheduled flights climb by 7% and the completion factor is 96.7%. Enplanements are 87,630 in 1974.
The workforce in 1975 is 126 and the sixth Beech 99 is acquired, painted in the company’s new livery and logo. A lease is for the use of the computerized reservations system of Braniff International Airways is undertaken. On behalf of Hughes Airwest, replacement flights are inaugurated to Pullman and Moscow and to Walla Walla. Passenger boardings jump 31% to 126,832.
Operations continue apace in 1976 and fleet now includes 11 Beech 99s and 2 Swearingen Metro IIs. Enplanements for 1977 total 152,123.
Airline employment is increased 48.2% in 1978 to 295. In November, the routes of Columbia Pacific Airways are purchased and merged.
Bookings for the year total 217,952, a 43% increase, and freight traffic accelerates 31.5% to 656,000 FTKs. Still, a $21,000 net loss is suffered.
The number of employees is increased 19.4% in 1979 to 339. The fleet now comprises 10 Beech 99s and 3 Embraer EMB-110 Ban-deirantes. Orders are placed for 2 BAC 1-11s and 4 British Aerospace BAe (HS) 748-B2s, marketed by its builder as the Intercity 748.
Passenger boardings rise to 305,404, a 40% boost, and cargo is up 21.4% to 797,000 FTKs. On revenues of $12.17 million, expenses jump 48.4% to $12.56 million. The operating loss is $431,000 and the net decline grows to $350,000.
Despite its certification as a large regional carrier under terms of the CAB’s new airline classification scheme in 1980, passenger boardings drop by 8% to 280,865. Freight, on the other hand, accelerates by 3.2% to 822,024 FTKs. Sixty employees are laid off, despite the cargo growth and a $10,085 operating profit.
As the situation begins to improve in 1981, the workforce is increased by 1.5% to 347.
As the result of a premature descent, Flight 201, a Beech 99A with two crew and seven passengers en route from Moses Lake to Spokane on January 20, crashes into a 2,646-ft. high hill 3 mi. from the runway (seven dead).
During the remainder of the year, 2 British Aerospace BAe (HS) 748-B2s are acquired, with orders outstanding for 2 more. Frequencies are initiated to the Montana cities of Butte and Missoula.
Customer bookings plunge 16.2% to 235,268 and only 95,000 FTKs are operated. Operating income rises 2.4% to $15.62 million and expenses grow only 0.1% to $15.24 million. As a result, the operating profit improves to $376,000 and net income jumps to $1.92 million.
The workforce in 1982 totals 347 and the fleet consists of 2 British Aerospace BAe (HS) 748-B2s, 4 Swearingen Metroliners, 2 Embraer EMB-110s, and 7 Beech 99s. The carrier begins replacement service to Yakima in February on behalf of Republic Airlines.
Enplanements begin to surge, rising 29.8% to 305,412. Freight traffic is also up, by 19%, to 822,387 pounds.
The payroll grows to 367 in 1983. As preparations are made for the acquisition of new equipment the following year, 1 Bandeirante and 5 Beech 99s are replaced by 2 Fairchild-Swearingen Metro IIIs.
Boarding figures are up 14.5% to 349,776 and cargo increases 58.2% to 189,889 FTKs. Revenues total $35 million.
In 1984, 1 Metro III arrives in early spring, while the first 3 of 5 new Beech 1900s to enter service during the late spring and summer is delivered in May, followed by a fourth in June.
In July, 2 BAC 1-11-401s arrive from Bahamasair, Ltd., along with 3 leased BAC 1-11-201s operated by Pacific Express. Eleven-times-per-week service linking Spokane and Olympia is now begun, with stops at the Tri-Cities Airport that services Pasco, Richland, and Kennewick.
Although enplanements jump 11.3% to 389,279, cargo plunges 18.7% to 1.05 million pounds.
In June 1985, the company’s stock is largely acquired by Sarasota, Florida-based Aerospace Leasing Company, which outlines new plans for route and fleet expansion, a broader service territory, and an Oregon mini-hub. Among the ideas are hopes that, within six months of the takeover, the BAC 1-11s will be phased out and replaced by an equal number of Boeing 737-200s. An effort is made, beginning in August, to sell the carrier to major rival Horizon Air.
At this point, the carrier is so cash-poor that Beech Acceptance Corporation is forced to step in and repossess the 6 Beech 1900s so far delivered. This dreaded step pushes Cascade into Chapter XI bankruptcy on August 19 and, henceforth, its traffic figures plunge. In September, service is suspended to several communities and 80 employees are laid off.
As discussions with Horizon Air continue, Horizon takes over operation of Cascade’s 2 BAC 1-11-401s and provides certain cash infusions. The government repossesses the 2 BAe (HS) 748-B2s purchased years earlier with FAA-guaranteed loans.
As a result of good bookings during the first 8 months, the year’s overall enplanements advance 4.6% to 323,472, although cargo is off 0.1% to 1.05 million FTKs.
On January 31, 1986, a day after the DOT approves the merger, Horizon Air pulls out of the arrangement, citing certain government-imposed competitive restrictions as the reason. All Cascade services are ended on March 7 after Beech repossesses 6 of its 1900s from the Spokane-based regional.
Unable to find new financing, the carrier files for Chapter VII liquidation in April. The last remaining assets of the once-viable regional are sold at public auction on September 17, with the bankruptcy judge approving the use of the proceeds to settle accounts with Cascade’s creditors.
CASEMENT AVIATION: United States (1965-1969). Robert W. Si-dley sets up Casement as the FBO at Painesville Airport in northeast Ohio. During the summer of 1965, the decision is taken to offer daily scheduled roundtrip shuttles to Cleveland. Employing Cessna light-planes and a refurbished Lockheed Model 10A Electra, revenue frequencies are inaugurated on July 29 and are maintained into 1969.
CASINO AIRLINES: 1500 Airport Dr., Suite 155, Shreveport, Louisiana 71107, United States; Phone (318) 227-2121; Fax (318) 424-0000; Http://www. shreve. net/casinoair; Code CALA; Year Founded 1996. CA is set up at Shreveport in April 1996 to operate passenger services under the direction of founder David Belcher. Operations are not immediately begun. Brad Galbraith becomes president in the fall, with Lewis McPherson as chief financial officer. All three men and two others are the company shareholders.
Plans and the permits required for a launch of scheduled service are finished and acquired during the fourth quarter of 1997. A workforce of 42 is assembled, along with a pair of used, but owned British Aerospace BAe Jetstream 31s. The latter commence daily return services to Baton Rouge and to Dallas (DAL) on December 16.
A third Jetstream 31 arrives in February 1998. The company unsuccessfully bids to take over the Essential Air Service routes of Aspen Mountain Air, losing out to Big Sky Airlines. Still, a total of 3,000 passengers are flown during the year.
Service is maintained in 1999-2000.
CASINO EXPRESS: 976 Mountain City Highway, Elko, Nevada 89801, United States; Phone (702) 738-6040; Fax (702) 738-1881; Http://www. redlioncasino. com/CasinoExpress; http:// travelgazette. com/casair1.htm; Code XP; Year Founded 1989. Previously under contract with Spirit of America Airlines, the Red Lion Inn and Casino of Elko, Nevada, elects in early 1989 to provide its own air service. The casino owns a Boeing 737-214, the King of Hearts, whose green tail has the face card painted on it, that has been employed by the contractor for Reno-bound charter flights.
Spirit of America Airlines hands off the airliner in July and through the year’s second half, the 46-employee casino airline division, under General Manager Bud Phillips, transports a total of 54,956 passengers. Revenues total $3.84 million, but costs are high and an operating loss of $439,000 is suffered.
Airline division employment is increased by 4.3% in 1990 to 48 as passenger boardings increase to 87,000. Revenues increase 69.8% to $6.51 million, expenses explode by 95% to $8.34 million, and the operating loss worsens to $1.82 million. The net failure is $1.74 million.
Certification is received for scheduled service on July 11, 1991. On August 1, to settle charges that it has operated gambling junket flights in violation of the DOT’s charter rules for the past two years, the parent Red Lion Inn and Casino agrees to pay a $40,000 penalty and offer cash refunds to hundreds of passengers. Had it not settled under the consent order, the organization could have faced a $300,000 civil penalty.
Despite the recession and fine, this is a very good traffic year for the specialty carrier as customer bookings accelerate 32.8% to 115,532. The financial picture is not nearly as bright. Although revenues are up 30.2% to $8.48 million, expenses swell 25.4% to $10.46 million and guarantee an operating loss of $1.97 million. The net loss moves up to minus $1.91 million.
Although enplanements continue to multiply in 1992, finances continue their deterioration. A second B-737-200, a Dash-282A with the face of the Queen of Hearts displayed on its red tail, joins the fleet during the fall.
The 48-employee Nevada-based charter operator flies 156,000 passengers, a 35.7% increase. Although revenues ascend 18.8% to $10.08 million, expenses jump 18.2% to $12.36 million and cause an operating loss of $2.28 million. The net loss deepens to $2.23 million.
The workforce is increased by 9.8% in 1993 to 90 as customer bookings shoot up to 269,266. Revenues increase 46.3% to $14.82 million, but expenses grow by 55.3% to $16.09 million and cause an operating loss of $1.26 million. The net loss grows to $4.53 million.
Airline employment falls 11.1% in 1994 to 80. Athird B-737, a Dash-2P5A, is chartered from Polaris/GE Capital in the summer; painted in a blue and white livery with the Ace of Clubs on its tail, the airliner begins flying services on behalf of Turks and Caicos Airways, Ltd. between that Caribbean island destination and Miami. Following its certification check in September, the red fuselage top paint scheme of the Queen of Hearts is exchanged for white.
Enplanements through September total 198,506 and revenues for the whole year increase by 5.6% to $15.4 million. Expenses decline 4.2%, but still total $17.62 million. Consequently, there is an operating loss of $2.22 million and a net downturn of $4.53 million.
The workforce is increased by 27.5% in 1995 to 102 but the leased B-737-2P5A Ace of Clubs is returned. The company’s planes fly a total of 205,000 passengers, a 1.9% decline. Costs again exceed operating income and losses, although down, are still suffered: $1.64 million (operating) and an equal $1.64 million (net).
The employee population remains the same in 1996, but customer bookings inch up 1.5% to 208,000. Revenues move up 0.3% to $16 million and expenses fall 7.3% to $16.31 million. The fiscal picture brightens as an operating loss of $310,000 and a net $309,000 loss are reported.
The workforce is reduced by 21.6% in 1997 to 80. Destinations now visited include Cedar Rapids, Elko, Eugene, Kalispell, Lewiston, Omaha, Salt Lake City, San Jose, Santa Maria, Seattle, Springfield, Wichita, and Wichita Falls.
Passenger boardings rise 3.8% to 216,000. Unhappily, operating revenues climb just 2.2% to $16.34 million, while expenses are up 16.5% to $19 million. The operating loss worsens significantly, rising to $2.65 million. The net loss is just as bad, hitting the same $2.65 figure.
Service is maintained without fanfare in 1998. Customer bookings decline 13.9% to 205,000 and revenues are down 8.2% to $15 million. Although expenses are down by 16.6%, they still total $15.85 million. The bottom line remains black, but “improves”; the operating loss is $848,000 and the net downturn is also $848,000.
Arrangements are completed in late spring 1999 to lease 85% of the seats aboard the carrier’s B-737-214 to start-up Tahoe Air. The aircraft is painted in Tahoe colors and allows the company to launch services on July 1.
Customer bookings accelerate 18.5% to 243,000.
During the first quarter of 2000, the B-737-282A Queen of Hearts is repainted; wearing the colors of the affiliated Red Lion Hotels and Inns, the plane is rechristened Red Lion-1.
The B-737-214 King of Hearts is withdrawn on August 1 and sold for scrap.
CASPAIR AIR CHARTERS, LTD.: Uganda/Kenya (1963-1979). Following the reformation of Campling Bros. & Vanderwal, Ltd. into Safari Air Service, Ltd. in early 1963, the subsidiary, Caspar Air Charters & Agencies, Ltd., the majority of which has also been sold to Blackwell Enterprises, is likewise renamed, becoming Caspair Air Charters, Ltd.
Maxwell Dove becomes general manager of the renamed concern, which continues basing at Entebbe. Plans are immediately made to upgrade the fleet of his 17-employee company with 2 de Havilland DH 89A Dragon Rapides and 5 small Cessnas.
During the remainder of the year and into early 1964, 2 new C-206 Super Skywagons, 2 more C-182s, and another C-150 are acquired. With these additions, Caspair is able to retire its last Dragon Rapide in March.
World History
