Slick Airways

Last updated
Slick Corporation dba Slick Airways
Slick Airways
IATA ICAO Call sign
SI(1) [1] SI(1) [1] —
Founded4 January 1946 incorporated in Delaware
Commenced operationsMarch 4, 1946 (1946-03-04)
as Slick Airways
from 31 August 1962 as
The Slick Corporation dba Slick Airways [2]
Ceased operationsJuly 1, 1966 (1966-07-01)
Operating bases Burbank, California
San Francisco, California
Headquarters San Francisco, California
Burbank, California
Dallas, Texas
Burbank, California
San Antonio, Texas
United States
Founder Earl F. Slick
Notes
(1) IATA, ICAO codes were the same until the 1980s
CL-44 at San Francisco 1963 Canadair CL-44, Slick Airways JP7015730.jpg
CL-44 at San Francisco 1963

Slick Airways was a pioneering United States freight airline founded after World War II by Earl F. Slick, a 26-year old oil heir and former military pilot. Its substantial capitalization and size set it apart from many hundreds of similar airlines founded in the same era. In the immediate post World War II era, Slick carried more domestic air freight than any other airline, even its contemporary, the famous Flying Tiger Line (FTL). Slick Airways was initially an irregular air carrier (without formal government certification) before becoming one of the first scheduled US cargo airlines, awarded a certificate for scheduled domestic freight service in 1949 by the Civil Aeronautics Board (CAB), the now-defunct Federal agency that, at the time, tightly controlled most US commercial air transport. FTL received its certificate in the same proceeding.

Contents

However, domestic scheduled air cargo was unprofitable for pure cargo airlines during this period. Such carriers survived by making up the deficit in other businesses, but Slick was relatively undiversified and ultimately unable to endure. In 1953–1954, Slick suffered a disruptive failed merger with FTL. Slick obtained CAB permission to suspend scheduled service in 1958 after which it mostly flew for the military. After resuming scheduled service in 1962, Slick ceased again in 1965. In 1966 Slick merged its remaining military charter business with fellow scheduled cargo operator Airlift International. In 1968 Slick's dormant domestic scheduled authority also transferred to Airlift. The Slick Corporation survived for a time as a company active outside the airline industry.

History

C-46. Registration is an "NC" number, making this 1948 or before. "Ship the Slick Way--By Air!" is visible aft of the door C-46Eslickairways62528 (4418779131).jpg
C-46. Registration is an "NC" number, making this 1948 or before. "Ship the Slick Way—By Air!" is visible aft of the door
C-46 at Los Angeles 1949 Curtiss C-46D Commando Slick Airways.jpg
C-46 at Los Angeles 1949
C-46 at San Francisco N67942. See External links for a video of an unusual color film of Slick C-46 and DC-4 aircraft C-46SlickSFO (4440239996).jpg
C-46 at San Francisco N67942. See External links for a video of an unusual color film of Slick C-46 and DC-4 aircraft

Startup through certification

Slick Airways incorporated in Delaware on 4 January 1946 [4] [5] and started operations 4 March. [6] 26-year old Earl Slick was an Air Transport Command pilot in World War II, the son of Thomas Baker Slick Sr., who made a fortune in oil, [7] and the brother of Tom Slick, a philanthropist and adventurer, who also invested in the airline. [8] After World War II, hundreds of small airlines emerged as former military aviators sought to make a living using surplus military aircraft. [9] Slick Airways stood out for its size, initially capitalized at $1.12 million dollars (over $18 million in 2025 terms), which it noted in a national advertising campaign. [10] The aircraft were cheap; of an initial fleet of 10 Curtiss C-46s, nine were purchased from the government for a total of $247,000; each originally cost the US military about $200,000. [8] Further, in 1946, Slick's C-46s were 10 of only 15 wartime production certificated for civilian use; there were over 600 more surplus C-46s but none could be used for civilian air transport until conversion programs were designed. [11] Slick's C-46s had been destined for the Republic of China Air Force (ROCAF) and Slick adopted ROCAF's six blue tail stripes. [12] The slogan "Ship the Slick Way—By Air!" was written aft of the cargo door. [13] By 1951 Slick would write off six of its original ten C-46s in crashes, four fatal. [14] (see Accidents).

Earl Slick was inspired by his experiences during World War II. Air freight was a tiny business prior to the war, when the US military proved its worth. [8] The airline experimented with techniques to expand the utility of air freight. It cooled its aircraft in warm weather [15] and kept the fuselage warm at altitude to protect delicate cargos. [16] From 1946 thru 1952 (with the exception of 1949, when it was second to American Airlines), Slick transported more domestic airfreight than any other US carrier. [17] In the mid 1950s, Slick experimented with light-weight containers for household goods, the idea being that customers would avoid expenses while waiting for belongings to arrive by truck. [18]

The early air freight business was unprofitable: Slick lost $861K in 1946 and another $444K in 1947. [19] FTL had losses of similar scale. [20] In late 1947, the trunk carriers (e.g. American Airlines, United, etc) started a freight price war that, in the view of Aviation Week, put the freight carriers' "backs against the wall". [21] The trunks could cover freight losses with passenger revenue and were well paid to fly the US mail. Slick offered to fly mail for less than half what the trunks received, which the CAB dismissed as "an unanalyzed gesture ... intended to confuse the proceeding," and insisted no government money subsidized trunk competition with freight airlines. [22] A 1951 CAB publication conceded mail pay did include subsidies. [23] California Eastern Airways, another leading freight airline, was bankrupt by May 1948. [24] Air freight was viewed as having great potential. The CAB, in assessing the possible economic impact of air freight, noted 1 billion potential ton miles of air freight (versus 118 million in 1948) [25] translated to $150–200 million in revenue versus 1948 total airline passenger revenues of $346 million. [26] Slick was by far the largest domestic air freight carrier, over twice the size of FTL in 1948 by ton-miles. [27] In July 1949, Slick was one of four airlines awarded a scheduled freight certificate by the CAB, getting a southern transcontinental route (FTL got a northern route, U. S. Airlines got a north/south route and Airnews got a local Texas network). None were permitted to carry the US mail. [28]

Table 1: Slick Airways financial results, 1950–1958
USD 0001950 [29] 1951 [29] 1952 [29] 1953 [29] 1954 [29] 1955 [29] 1956 [29] 1957 [30] 1958 [31]
Op revenue:
Scheduled5,3296,5906,7646,2935,6296,8418,0147,914305
Non-sched1,2452,6685031,2802992,5659,31310,5915,848
Other1835431,0961,54430608368
Total6,7579,8028,3639,1175,9589,44617,71819,1156,523
Operating result541456147(234)(1,287)(909)379(2,853)(496)
Net result5073534341,239(1,030)(553)327(2,246)(769)
Op margin (%)8.04.71.8-2.6-21.6-9.62.1-14.9-7.6
Mkt share (%)(1)10.011.19.88.57.17.37.46.1
(1) Of total US scheduled air freight, international and domestic

Quicktrans

In July 1950 the US Navy, facing the Korean War, had 48 tons of ammunition on the east coast that it needed on the west. The Navy contracted Slick to fly the materiel in what was called "Operation Quicktrans." This worked well, so the Navy extended the arrangement and Slick flew daily transcontinental flights linking Navy bases on two coasts. Transit times dropped to a day or two from what had previously been a week or more and resulting costs were better than Railway Express or trucks due to high aircraft utilization and full aircraft. This was the genesis of a US Navy domestic air freight system called Quicktrans that would be the backbone of the Navy's domestic transport network through 1994.

DC-6A at RAF Burtonwood, UK 1956 Douglas DC-6A N6814C Slick Aws Burtonwwod 08.56 edited-2.jpg
DC-6A at RAF Burtonwood, UK 1956
FTL and Slick facilities at Lockheed Air Terminal 1953 1953 photo of Flying Tiger Line and Slick Airways facilities at Lockheed Air Terminal in Burbank.png
FTL and Slick facilities at Lockheed Air Terminal 1953

DC-6A and Flying Tiger attempted merger

In October 1950, Slick was the civil launch customer for the DC-6A, a more capable cargo version of the DC-6. [32] The airline also moved its headquarters to Lockheed Air Terminal in Burbank, California from San Antonio, Texas, in 1951. [33] Slick's headquarters moved several more times, to Dallas in 1956, [34] back to Burbank by 1958, [35] lastly to San Francisco in 1962. [36]

In March 1953, FTL agreed to buy out Slick. [37] FTL had become more successful than Slick, [38] in part because more of its revenue was outside of scheduled air freight, with a large military contract flying over the Pacific [39] and maintenance and aircraft trading/leasing businesses. [40] In 1952, 26% of FTL's revenue was schedued air freight versus 47% for Slick. [41] In the same year, FTL had beaten Slick for the Navy's Quicktrans contract at rates Slick viewed as unprofitable. [42] Slick made a profit in 1952 only by selling aircraft. [39] The CAB approved the merger in January 1954. [43] FTL and Slick started to integrate [44] but by September the deal collapsed due to CAB-mandated labor protective provisions that paid employees disadvantaged by the merger. Estimated payments ranged up to over $6 million dollars, costs avoidable by not completing the merger. For a few weeks, FTL said it would leave the freight business entirely, in favor of aircraft leasing, [45] but its employees rallied and provided it with pay cuts. Slick had to reconstitute its own headquarters, find new facilities at airports from which it had already withdrawn, and faced a rejuvenated and more efficient FTL. [46] Further, it had shrunk its fleet (see Fleet) in anticipation of the merger. In the wake of the failed merger, Earl Slick stepped down as chair of the board and his executive role. [47]

1958 scheduled service suspension and military contracting

On 24 February 1958, Slick ceased scheduled service: the airline lost over $3 million in scheduled service in the year-ending June 1957. Slick tried to make that up with military charters. But, at that time, the Air Force provided most routine transportation with its own transportation service, Military Air Transport Service (MATS). The little left over for airlines was allocated by bid, and those bids were becoming increasingly keen. Military charters no longer covered Slick's scheduled system losses. Slick also blamed the CAB for not sufficiently supporting the scheduled freight business. [48] The CAB approved Slick's suspension in June, in a decision which disagreed it was culpable for Slick's troubles. [49] Slick became almost a pure military contractor. In US government fiscal years (then ending June) 1959, 1960, 1961, Slick received 94%, 95% and 96% respectively of its revenue from the US military (which Table 2 shows was profitable). By contrast, the same numbers for FTL for the same years were 46%, 31% and 48%. [50] In December 1961, Slick was flying Lockheed L-1049 Super Constellations to Asia for the Air Force from Travis Air Force Base and DC-6As and DC-4s for Quicktrans again. [36]

In 1960, the Air Force changed how it bought military charters. It de-emphasized MATS's own aircraft for routine transport, instead relying on commercial carriers like Slick. Further, it would no longer rely on competitive bidding, instead, it established uniform (and higher) charter rates. With price no longer a factor, charter contracts were allocated to airlines that enrolled what the government viewed as desirable aircraft in the Civil Reserve Air Fleet. Military charters became a more reliable and lucrative source of revenue for Slick.

Table 2: Slick Airways(1) financial results, 1959–1966
USD 0001959 [51] 1960 [52] 1961 [53] 1962 [54] 1963 [55] 1964 [56] 1965 [57] 1966 [58]
Op revenue:
Scheduled6463,7494,7112,662
Non-sched9,22111,79911,77521,05015,81018,82718,4269,916
Other4452012167293119326218
Total9,66712,00011,99121,76919,65223,65521,41510,134
Operating result1,0081,1141,2592,12439737132,671
Net result1591,2521,1831,262(635)(487)2031,198
Op margin (%)10.49.310.59.80.20.33.326.4
(1) after 31 August 1962, the airline division of Slick Corporation
L-1049H Super Constellation Lockheed 1049H Slick AW N468C (4849914519).jpg
L-1049H Super Constellation

Unprofitable sector

Domestic scheduled cargo was unprofitable for pure freight operators at the time. It was well known; academics wrote papers about it. [59] Every such operator struggled. As previously noted, in 1949, the CAB certificated Slick, FTL, U. S. Airlines and Airnews for domestic scheduled cargo. In 1955 the CAB additionally certificated Riddle (later known as Airlift International) and AAXICO for domestic scheduled cargo. [60] Airnews, U. S. Airlines and AAXICO flew only small amounts of scheduled cargo before exiting. [61] Airnews returned its certificate in 1951. [62] U. S. Airlines went bankrupt in 1951 and was out of business entirely by 1954. AAXICO withdrew scheduled domestic cargo business in 1959 after two-and-half years.

In 1962, Riddle suspended all scheduled domestic cargo routes except New York to Miami. [63] In 1968, the CAB noted Airlift/Riddle's domestic scheduled cargo had never been profitable. [64] The one profitable carrier with domestic scheduled cargo operations was FTL which succeeded by making scheduled domestic airfreight a small part of its activities. From 1949 through 1958, domestic scheduled airfreight averaged only 29% of FTL's total operations, compared to almost 55% for Slick from 1949 through when it suspended scheduled service in 1958, [65] which understates FTL's diversification from activities such as aircraft leasing. Only in 1958, after Slick withdrew, did FTL make its first profit on domestic scheduled cargo. [66]

The advent of jets (late 1958/early 1959 in the US domestic market) [67] compounded the problem. The largest domestic scheduled passenger carriers carried cargo and in some cases operated cargo aircraft. By 1962, passenger carriers flew 84% of domestic scheduled cargo, including over 3/4 that flown on dedicated cargo aircraft. On acquiring passenger jets, passenger carriers converted some propliners to cargo, which operated at a loss, but less of a loss than grounding them. The large underfloor ("belly") spaces of passenger jets created a significant supply of new cargo capacity. Passenger airlines also adopted jet freighters before cargo airlines, which were far more efficient not only due to speed and economies of scale but also because they were designed for mechanized loading, with faster turnaround times than for propeller cargo aircraft. Jet freighter cost per ton-mile was less than half that of propliner freighters. [68]

Chicago Midway L-1049H July 1964 Slick Airways Chicago Midway Airport July 1964 Lockheed L-1049H N469C.jpg
Chicago Midway L-1049H July 1964

Second attempt at scheduled service

Slick resumed scheduled service 1 October 1962. [69] In June the CAB made Slick's certificate permanent, [70] which obligated Slick to start service within 90 days. [71] Two of five board members strongly dissented, backing the CAB examiner's preliminary decision to strip Slick of its certificate on the basis of its failure to fly scheduled domestic cargo to date. [72] The majority decision was based on continued expansion of the freight market and Slick's new Canadair CL-44D turboprop equipment, seen as providing the necessary economics. [73] This coincided with a name change for Slick: as of August 31, the legal entity became The Slick Corporation, with the airline now an operating division. [2] This reflected Slick's purchase of two non-aviation businesses, a window-shade manufacturer and a maker of pulverizing machines. [69] Slick Airways was now a dba.

Slick partially integrated its Quicktrans and scheduled systems, obtaining CAB and Navy permission to split capacity half-and-half civilian/Quicktrans on transcontinental L-1049H flights. [74] Slick had the Quicktrans contract from July 1961 through June 1965. [75] As Table 2 shows, with return of scheduled service, Slick's financial results were breakeven on an operating basis, not great but better than the first period of scheduled service. The company kept moving forward: in 1964, Slick ordered the (unbuilt) civilian version of the Lockheed C-141 Starlifter [76] and in early 1965 ordered Douglas DC-8s (not delivered, see Fleet). [77] But Slick lost the Quicktrans contract to a combination of Zantop Air Transport and FTL as of 1 July 1965 [75] and later that month, asked the CAB to again cease scheduled service. Slick lost $8.4 million on scheduled service from its resumption in 1962 through June 1965, and was currently losing $10,000 per day on the service. Slick's scheduled revenue during that period was less than $11.3 million. [78] [79] [80] The CAB allowed Slick a 90 day suspension starting 27 August, later extended to a year, and Slick became again solely a charter carrier. [81] Slick's late 1965 fleet was substantially reduced over year-end 1964, reflecting the shedding of Quicktrans and scheduled networks (see Fleet).

Merger with Airlift

The US military required charter contractors to have a meaningful civilian business, [82] and Slick's remaining fleet was entirely engaged flying to Asia for the military. Slick would not be able to contract for other than ad-hoc military charters after June 1966 when its existing contract ran out (military contracts being on US government fiscal year basis, which at that time was a June year-end). In March 1966, Airlift agreed to buy the airline division of Slick Corp, an asset purchase wherein Airlift acquired facilities and aircraft and hired the employees under existing labor agreements to preserve Slick's ability to operate military charters past June 1966. The CAB approved the transaction [83] and the former Slick Airways operated for a time as a separately certificated division of Airlift (with the Airlift brand), bringing with it four Canadair CL-44Ds and two Lockheed Super Constellations. Airlift later successfully applied for Slick's domestic scheduled authority, the CAB awarding this in 1968. [84]

The Slick Corporation continued with non-aviation business. In 1972 it merged with a company called United States Filter. [85] Although U.S. Filter was the surviving brand, the surviving corporate entity was Slick (after a name change to United States Filter Holdings). [5] Earl Slick remained a boardmember. [86] U.S. Filter merged into Ashland Oil in 1981. [87]

Fleet

1 November 1947: [88]

January 1952: [89]

November 1954 (immediately after failed merger with Flying Tiger): [47]

March 1957: [90]

December 1961: [36]

December 1964: [91]

September 1965: [92]

In January 1965, Slick ordered two Douglas DC-8-55Fs [77] but cancelled the order when it ceased scheduled service later that year. [93] FTL bought both aircraft (s/n 45816 and 45817). [94] Slick also ordered six of the (unbuilt) civilian version of the Lockheed C-141 Starlifter, the L-300B/L-301. [76] [95]

Accidents

Slick Airways suffered nine accidents resulting in an aircraft being damaged beyond repair. In total, 19 people lost their lives.

See also

References

  1. 1 2 Contractions (Report). Federal Aviation Agency. 15 March 1963. pp. 47–48. hdl: 2027/uc1.c101986578 .
  2. 1 2 "The Slick Corporation, Name Change". Civil Aeronautics Board Reports. 36. Washington, DC: U.S. General Printing Office: 827–828. April–September 1962. hdl: 2027/coo.31924064580057 .
  3. ↑ Commando 1978, p. 43.
  4. ↑ "Search results for File number 398709, United States Filter Holdings, which next reference shows was originally Slick Airways". State of Delaware, Division of Corporations. Retrieved 21 December 2025.
  5. 1 2 "Opencorporates record for New York State foreign corporation for Delaware corporation United States Filter Holdings, previous names Slick Corporation and Slick Airways". opencorporates.com. New York State. Retrieved 20 December 2025.
  6. ↑ "Non-scheduled Carriers Score Pan Am Rate Slash to Puerto Rico". Aviation Week. 6 (8): 23. 19 August 1946. ISSN   0005-2175.
  7. ↑ Bishop, John C. (1992). "Earl F. Slick (November 20, 1920 – )". In Leary, William M. (ed.). Encyclopedia of American Business History and Biography. Vol. The Airline Industry. New York: Bruccoli Clark Layman and Facts On File. pp. 433–435. ISBN   0816026750.
  8. 1 2 3 "Slick Airways". Fortune . XLII (1): 72. July 1950. ISSN   0015-8259.
  9. ↑ "Page Airways, Inc., Investigation". Civil Aeronautics Board Reports. 10. Washington, DC: U.S. Government Printing Office: 1061–1070. January–November 1949. hdl: 2027/osu.32437011657786 .
  10. ↑ "Slick Launches Its First Air Freight Campaign". Advertising Age. 17 (23): 50. 10 June 1946.
  11. ↑ "Washington Observer". Aviation News. 6 (6): 3. 5 August 1946. ISSN   0005-2175.
  12. ↑ Davis, John M.; Martin, Harold G.; Whittle, John A. The Curtiss C-46 Commando. Hornchurch (UK): Air-Britain. p. 11. ISBN   0851300650.
  13. ↑ Juptner, Joseph P. (1980). U.S. Civil Aircraft. Vol. 8. Fallbrook, California: Aero Publishers. p. 300. ISBN   0816891788.
  14. ↑ Commando 1978, p. 135–136.
  15. ↑ "Slick's Refridgerated Cargo Planes". Traffic World. 78 (1): 48. 6 July 1946. ISSN   0041-073X.
  16. ↑ "Slick Airways' Heating Equipment". Traffic World. 78 (19): 1238. 9 November 1946. ISSN   0041-073X.
  17. ↑ Air Transportation for Other Than Airmail: Hearings Before the Subcommittee on Post Office, Committee on Post Office and Civil Service, United States Senate, Eighty-Sixth Congress, First Session, on July 24, 27, 31, Aug. 3, 4, 1959 (Report). Washington, DC: U.S. Government Printing Office. 1959. p. 103. hdl: 2027/umn.31951d02156232n .
  18. ↑ "Household Moving Service Start". Aviation Week. 66 (4): 52. 28 January 1957. ISSN   0005-2175.
  19. ↑ "Other Corporate Reports". New York Times. 97 (32994): 41. 25 May 1948. ISSN   0362-4331.
  20. ↑ "Other Corporate Reports". New York Times. 97 (33120): 42. 28 September 1948. ISSN   0362-4331.
  21. ↑ "The Aviation Week". Aviation Week. 47 (12): 7. 22 September 1947. ISSN   0005-2175.
  22. ↑ "CAB Orders Cargo Rate Probe But Refuses to Suspend Tariffs". Aviation Week. 47 (15): 53. 13 October 1947. ISSN   0005-2175.
  23. ↑ Separation of Subsidy from Total Mail Payments to Domestic Air Carriers (Report). Washington, DC: Civil Aeronautics Board. 28 September 1951. hdl: 2027/uc1.b5360922 .
  24. ↑ "Cal-Eastern Files Bankruptcy Plea". Aviation Week. 48 (21): 39. 24 May 1948. ISSN   0005-2175.
  25. ↑ FreightCase 1949, p. 627.
  26. ↑ FreightCase 1949, p. 587.
  27. ↑ "CAB Sets Up Airfreight Route Pattern". Aviation Week. 50 (19): 12. 9 May 1949. ISSN   0005-2175.
  28. ↑ "Air Freight Case". Civil Aeronautics Board Reports. 10. Washington, DC: U.S. General Printing Office: 572–646. January–November 1949. hdl: 2027/osu.32437011657588 .
  29. 1 2 3 4 5 6 7 Handbook of Airline Statistics, United States Certificated Air Carriers, Calendar Years 1949–1956 (Report). Civil Aeronautics Board. June 1960. p. 97, 184. hdl: 2027/mdp.39015024399167 .
  30. ↑ Air Carrier Financial Statistics (Report). Washington, DC: Civil Aeronautics Board. December 1958. pp. 15, 35. hdl: 2027/mdp.39015026081490 .
  31. ↑ Air Carrier Financial Statistics (Report). Washington, DC: Civil Aeronautics Board. December 1959. pp. 18, 29. hdl: 2027/mdp.39015026081490 .
  32. ↑ Pearcy, Arthur (1995). Douglas Propliners: DC-1–DC-7. Shrewsbury (UK): Airlife. p. 140. ISBN   185310261X.
  33. ↑ "Slick Moves". American Aviation. 14 (40): 4. 23 April 1951. ISSN   2771-1226.
  34. ↑ "Slick Moves". Aviation Week. 65 (17): 42. 22 October 1956. ISSN   0005-2175.
  35. ↑ "West Coast Talk". American Aviation. 21 (25): 53. 5 May 1958. ISSN   2771-1226.
  36. 1 2 3 "Big Increase at S.F. Airport". San Mateo Times. 61 (291): 12. 6 December 1961.
  37. ↑ "Airlines Merger Pushed". New York Times. CII (34761): 34. 27 March 1953. ISSN   0362-4331.
  38. ↑ Cameron, Frank J. (1964). Hungry Tiger: The Story of the Flying Tiger Line. New York: McGraw-Hill. pp. 153–154. LCCN   63020811.
  39. 1 2 "CAB Approval Forecast In Cargo Merger". Aviation Week. 58 (14): 91. 6 April 1953. ISSN   0005-2175.
  40. ↑ Cameron 1964, p. 146–151.
  41. ↑ CABMerger 1954, p. 336.
  42. ↑ "Tigers Win Navy Contract from Slick". Aviation Week. 57 (12): 67. 22 September 1952. ISSN   0005-2175.
  43. ↑ "Flying Tiger-Slick Merger Case". Civil Aeronautics Board Reports. 18. Washington, DC: U.S. General Printing Office: 326–358. October 1953 – July 1954. hdl: 2027/uc1.b2938509 .
  44. ↑ Cameron 1964, p. 156–157.
  45. ↑ "Tigers Cancel Merger, Quit Airfreight". Aviation Week. 61 (13): 14. 27 September 1954. ISSN   0005-2175.
  46. ↑ "Tiger Employes Rally to Save Cargo Line". Aviation Week. 61 (19): 95. 8 November 1954. ISSN   0005-2175.
  47. 1 2 "Rentzel Takes Over Slick Management". Aviation Week. 61 (20): 104. 15 November 1954. ISSN   0005-2175.
  48. ↑ "Civil Aeronautics Board News". Traffic World. 101 (9): 74. 1 March 1958. ISSN   0041-073X.
  49. ↑ "Slick Airways, Suspension of Service". Civil Aeronautics Board Reports. 26. Washington, DC: U.S. General Printing Office: 779–783. October 1957 – June 1958. hdl: 2027/osu.32435022360473 .
  50. ↑ Military Air Transportation—1963: Tenth Report by the Committee on Government Operations, House of Representatives, 88th Congress, 1st Session, House Report No. 559 (Report). Washington, DC: U.S. Government Publishing Office. 17 July 1963. p. 57. hdl: 2027/uc1.b3997146 .
  51. ↑ Quarterly Report of Air Carrier Financial Statistics (Report). Washington, DC: Civil Aeronautics Board. December 1959. p. 29. hdl: 2027/mdp.39015026081490 .
  52. ↑ Quarterly Report of Air Carrier Financial Statistics (Report). Washington, DC: Civil Aeronautics Board. December 1961. p. 30. hdl: 2027/mdp.39015026081482 .
  53. ↑ Air Carrier Financial Statistics (Report). Washington, DC: Civil Aeronautics Board. December 1962. p. 20. hdl: 2027/osu.32435022511042 .
  54. ↑ Air Carrier Financial Statistics (Report). Washington, DC: Civil Aeronautics Board. December 1963. p. 20. hdl: 2027/osu.32435022511042 .
  55. ↑ Air Carrier Financial Statistics (Report). Washington, DC: Civil Aeronautics Board. December 1964. p. 19. hdl: 2027/osu.32435022511026 .
  56. ↑ Air Carrier Financial Statistics (Report). Vol. XIII-4. Washington, DC: Civil Aeronautics Board. December 1965. p. 19. hdl: 2027/osu.32435022511018 .
  57. ↑ Air Carrier Financial Statistics (Report). Vol. XIV-4. Washington, DC: Civil Aeronautics Board. December 1966. p. 19. hdl: 2027/osu.32435022511018 .
  58. ↑ Air Carrier Financial Statistics (Report). Vol. XV-4. Washington, DC: Civil Aeronautics Board. December 1967. p. 19. hdl: 2027/osu.32435022511000 .
  59. ↑ Schary, Philip (1964). "Competition, Regulation and the Air Freight Industry". Journal of Air Law and Commerce. 30 (1): 62–71. ISSN   0021-8642.
  60. ↑ "North-South Airfreight Renewal Case". Civil Aeronautics Board Reports. 22. Washington, DC: U.S. Government Printing Office: 253–321. November–December 1955. hdl: 2027/osu.32435022360515 .
  61. ↑ DomesticCargo 1962, p. 414.
  62. ↑ "Airnews, Inc., Route Abandonment". Civil Aeronautics Board Reports. 14. Washington, DC: U.S. Government Printing Office: 1193–1194. May–December 1951. hdl: 2027/osu.32435022360606 .
  63. ↑ Aircraft Guarantee Loan Program: Hearings before the Subcommittee on Aviation, Committee on Commerce, United States Senate, Eighty-Seventh Congress, Second Session, on May 8, 10, 14, 29, 1962 (Report). Washington, DC: U.S. Government Printing Office. 1962. p. 126. hdl: 2027/umn.31951d02159040h .
  64. ↑ "Slick Route Acquisition Aids Airlift Growth". Aviation Week and Space Technology. 88 (23): 33. 3 June 1968. ISSN   0005-2175.
  65. ↑ DomesticCargo 1962, p. 358.
  66. ↑ Flying Tiger Line (20 September 1958). Flying Tiger Line Annual Report (PDF) (Report). p. 3. Year ending 30 June 1958.
  67. ↑ Davies, Ronald Edward George (1982). Airlines of the United States since 1914. Washington, D.C.: Smithsonian Institution Press. pp. 513–514. ISBN   978-0-87474-356-2.
  68. ↑ "Big Dogs, Little Dogs, and the Air Cargo Bone". Fortune . LXX (4): 122. October 1964. ISSN   0015-8259.
  69. 1 2 "Slick Plans Door-to-Door Air Cargo System; Resumes Common Carriage". Aviation Week and Space Technology. 77 (14): 32. 1 October 1962. ISSN   0005-2175.
  70. ↑ "Domestic Cargo-Mail Service Case". Civil Aeronautics Board Reports. 36. Washington, DC: U.S. General Printing Office: 344–429. February–June 1966. hdl: 2027/uc1.b2938527 .
  71. ↑ DomesticCargo 1962, p. 368.
  72. ↑ DomesticCargo 1962, p. 381.
  73. ↑ DomesticCargo 1962, p. 359–360.
  74. ↑ "Slick Airways, NAS Norfolk Exemption". Civil Aeronautics Board Reports. 39. Washington, DC: U.S. Government Printing Office: 801–805. September 1963 – February 1964. hdl: 2027/uc1.b3534396 .
  75. 1 2 Military Airlift: Hearings Before the Subcommittee on Military Airlift, Committee on Armed Services, House of Representatives, Ninety-First Congress, Second Session (Report). Washington, DC: U.S. Government Printing Office. 1970. pp. 6326–6335. hdl: 2027/uiug.30112119648027 .
  76. 1 2 "Conditional Order Placed by Slick For Four Lockheed L-300B Jets". Aviation Week and Space Technology. 80 (18): 34. 4 May 1964. ISSN   0005-2175.
  77. 1 2 "DC-8, C-141, SST Orders Placed". Aviation Week and Space Technology. 82 (4): 37. 25 January 1965. ISSN   0005-2175.
  78. ↑ Air Carrier Financial Statistics (Report). Washington, DC: Civil Aeronautics Board. June 1964. p. 20. hdl: 2027/osu.32435022511026 .
  79. ↑ Air Carrier Financial Statistics (Report). Vol. XIII-2. Washington, DC: Civil Aeronautics Board. June 1965. p. 19. hdl: 2027/osu.32435022511018 .
  80. ↑ Air Carrier Financial Statistics (Report). Vol. XIV-2. Washington, DC: Civil Aeronautics Board. June 1966. p. 19. hdl: 2027/osu.32435022511018 .
  81. ↑ "Slick Corporation, Suspension of Service". Civil Aeronautics Board Reports. 43. Washington, DC: U.S. General Printing Office: 742–744. July 1965 – January 1966. hdl: 2027/uc1.b3534400 .
  82. ↑ "Saturn-AAXICO Merger Case". Civil Aeronautics Board Reports. 43. Washington, DC: U.S. Government Printing Office: 154–155. July 1965 – January 1966. hdl: 2027/osu.32437011658313 .
  83. ↑ "Airlift-Slick Transfer of Assets". Civil Aeronautics Board Reports. 44. Washington, DC: U.S. General Printing Office: 840–843. February–June 1966. hdl: 2027/osu.32437011658263 .
  84. ↑ "Airlift-Slick Route Transfer". Civil Aeronautics Board Reports. 48. Washington, DC: U.S. General Printing Office: 579–607. January–July 1968. hdl: 2027/osu.32435022360259 .
  85. ↑ "Slick Merger Into U.S. Filter Made". Oakland Tribune. 99 (219): 31. 6 August 1972. ISSN   1068-5936.
  86. ↑ "Two Join Medical Center Board". Winston-Salem Journal. 84 (348): B10. 15 March 1981. OCLC   12156422.
  87. ↑ "U.S. Filter merged". Louisville Courier-Journal. 252 (91): B22. 1 April 1981. ISSN   1930-2177.
  88. ↑ "Principal U.S. Airfreight Carriers". Aviation Week. 47 (25): 37. 22 December 1947. ISSN   0005-2175.
  89. ↑ "U.S. Scheduled Air Transport Industry". Aviation Week. 56 (8): 113. 25 February 1952. ISSN   0005-2175.
  90. ↑ "Slick, in Black, Sees Brighter Future". Aviation Week. 66 (11): 51. 18 March 1957. ISSN   0005-2175.
  91. ↑ Federal Aviation Agency (September 1965). FAA Statistical Handbook of Aviation (Report) (1965 ed.). Washington, DC: U.S. Government Printing Office. pp. 122, 124. hdl: 2027/coo.31924106383650 .
  92. ↑ "Viet War Boosts Contract Airlift Demands". Aviation Week and Space Technology. 83 (13): 37. 27 September 1965. ISSN   0005-2175.
  93. ↑ "Service Cut Asked". Aviation Week and Space Technology. 83 (5): 39. 2 August 1965. ISSN   0005-2175.
  94. ↑ Eastwood, A.B.; Roach, J. (2004). "Douglas DC-8". Airliner Production List Volume 2. West Drayton (UK): The Aviation Hobby Shop. p. 246.
  95. ↑ "Airline Observer". Aviation Week and Space Technology. 83 (1): 31. 5 July 1965. ISSN   0005-2175.
  96. ↑ Civil Aeronautics Board (21 January 1948). Aircraft Accident Report: Slick Airways, Inc.—Denver, Colorado—February 14, 1947 (Report). Civil Aeronautics Board. doi:10.21949/1500401.
  97. ↑ Civil Aeronautics Board (28 April 1948). Aircraft Accident Report: Slick Airways, Inc., Near Hanksville, Utah, August 21, 1947 (Report). Civil Aeronautics Board. doi:10.21949/1500415.
  98. ↑ Civil Aeronautics Board (12 January 1948). Aircraft Accident Report: Slick Airways, Inc.—Burbank, California—September 17, 1947 (Report). Civil Aeronautics Board. doi:10.21949/1500418.
  99. ↑ "Accident Curtiss C-46E-CS-1 Commando N59495 17 September 1947". asn.flightsafety.com. Aviation Safety Network. Retrieved 3 November 2025.
  100. ↑ Civil Aeronautics Board (26 November 1948). Aircraft Accident Report: Slick Airways, Inc.—Near Port Columbus Airport, Columbus, Ohio—May 16, 1948 (Report). Civil Aeronautics Board. doi:10.21949/1500465.
  101. ↑ Civil Aeronautics Board (30 March 1950). Aircraft Accident Report: Slick Airways, Inc., Near Cheyenne Airport, Cheyenne, Wyoming, October 9, 1949 (Report). Civil Aeronautics Board. doi:10.21949/1500504.
  102. ↑ "Accident Curtiss C-46E-CS-1 Commando N59490 23 February 1951". asn.flightsafety.com. Aviation Safety Network. Retrieved 16 October 2024.
  103. ↑ Civil Aeronautics Board (22 September 1953). Aircraft Accident Report: Slick Airways, Inc.—Near Bradley Field, Windsor Lock, Connecticut,—March 4, 1953 (Report). Civil Aeronautics Board. doi:10.21949/1500587.
  104. ↑ Civil Aeronautics Board (11 October 1963). Aircraft Accident Report: Slick Airways, Inc., Lockheed Constellation L-1049H, N 9740Z, San Francisco International Airport, San Francisco, California, February 3, 1963 (Report). Civil Aeronautics Board. doi:10.21949/1500813.
  105. ↑ Civil Aeronautics Board (5 November 1964). Aircraft Accident Report: Slick Airways Division, The Slick Corporation, Douglas C-54B-DC, N384, Castle Island, Boston, Massachusetts, March 10, 1964 (Report). Civil Aeronautics Board. doi:10.21949/1500829.

Further reading

This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.