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Local service carrier

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Local service carriers, or local service airlines, originally known as feeder carriers or feeder airlines, were a category of US domestic airline created/regulated by the Civil Aeronautics Board (CAB), the now-defunct federal agency that tightly regulated the US airline industry 1938–1978. Initially 23 such airlines were certificated from 1943 to 1949 to serve smaller US domestic markets unserved/poorly served by existing domestic carriers, the trunk carriers, which flew the main, or trunk, routes. However, not all of these started operation and some that did later had their certificates withdrawn. One other carrier was certificated in 1950 as a replacement. "Feeder airline" alludes to another purpose, that such airlines would feed passengers to trunk carriers. It was expected that a significant number of passenger itineraries would involve a connection between a local service carrier and a trunk carrier.

1953 US local service airline network. Map key in lower left-hand corner. 1953 was after the CAB withdrew certificates of Florida Airways, E.W. Wiggins and Mid-West, resulting no routes on map in Florida, most of New England and Nebraska/S. Dakota respectively. Trunk carrier Braniff appears in map because in 1952 it bought fellow trunk carrier Mid-Continent, which received feeder routes in 1950. Braniff also had trunk routes: see similar 1953 map in trunk carrier article. Feeder certificates became permanent in 1955. See article.

Local service carriers ultimately became substantial carriers in their own right, all such carriers flew jet aircraft by the end of the regulated era (1978). Over time, local service carriers began to compete more directly with trunk carriers. But a clear distinction, visible in financial and operating data, continued to exist between the two types of domestic carriers through the end of the regulated era, reflecting a difference in how the CAB regulated the two types of carriers. In particular, in contrast to trunk carriers, local service airlines received government subsidies throughout the regulated era. But after US airline deregulation in 1979, the distinction between trunk and local service carriers vanished.

History

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Context

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Main article: Trunk carrier
Main article: Civil Aeronautics Board

The passage of the Civil Aeronautics Act of 1938 put almost all US commercial air transport under the tight control of a newly formed Federal agency, the Civil Aeronautics Authority (CAA). In 1940, those regulatory functions passed to another Federal agency, the Civil Aeronautics Board (CAB). With the exception of intrastate airlines, only airlines certificated by the CAA/CAB could engage in scheduled air transport. Airlines that could show they were flying scheduled service before the passage of the 1938 Act were entitled to certification by grandfathering. 19 domestic passenger airlines were certificated in this way. The 16 of these that continued to operate after World War II were called the trunk carriers or trunk airlines. In many respects, the CAB regulated the industry in the interests of the trunk carriers.

Table 1: Feeder/local service carriers certificated 1943–1950
Final name Name at first operation Name at initial certification Date of initial certification Disposition
Pioneer Air Lines Essair Essair 5 November 1943[1] Merged into Continental 1955
Florida Airways Florida Airways Orlando Airlines 28 March 1946[2] Certificate withdrawn 1949
Monarch Air Lines Monarch Air Lines Ray Wilson, Inc. 28 March 1946[3] Merged into Frontier 1950
Challenger Airlines Challenger Airlines Summit Airways 28 March 1946[3] Merged into Frontier 1950
Empire Airlines Empire Airlines Empire Airlines 22 May 1946[4] Merged into West Coast 1952
West Coast Airlines West Coast Airlines West Coast Airlines 22 May 1946[4] Merged into Air West 1968
Pacific Air Lines Southwest Airways Southwest Airways 22 May 1946[4] Merged into Air West 1968
E.W. Wiggins Airways E.W. Wiggins Airways E.W. Wiggins Airways 13 June 1946[5] Certificate withdrawn 1953
Central Air Lines Central Air Lines Central Air Lines 14 November 1946[6] Merged into Frontier 1967
Texas International Airlines Trans-Texas Airways Aviation Enterprises 14 November 1946[6] Merged into Continental 1982
North Central Airlines Wisconsin Central Airlines Wisconsin Central Airlines 19 December 1946[7] Merged into Republic 1979
Parks Air Lines Parks Air Lines Parks Air Transport 19 December 1946[7] Merged into Ozark 1950
Mid-West Airlines Mid-West Airlines Iowa Airplane Company 19 December 1946[7] Certificate withdrawn 1952
Piedmont Airlines Piedmont Airlines Piedmont Aviation 4 April 1947[8] Merged into USAir 1989
Southern Airways Southern Airways Southern Airways 4 April 1947[8] Merged into Republic 1979
Air Commuting 7 May 1947[9] Never operated: certificate expired
Lake Central Airlines Turner Airlines Roscoe Turner
Aeronautical Corporation 		3 September 1947[10] Merged into Allegheny 1968
Yellow Cab Company
of Cleveland 		3 September 1947[10] Never operated: certificate expired
Arizona Airways (1) Arizona Airways 13 February 1948[11] Merged into Frontier 1950
Allegheny Airlines All American Airways All-American Aviation 19 February 1948[12] Sold to America West 2005
Mohawk Airlines Robinson Airlines Robinson Aviation 19 February 1948[12] Merged into Allegheny 1972
Island Air Ferries 19 February 1948[12] Never operated: certificate expired
Bonanza Airlines Bonanza Airlines Bonanza Airlines 15 June 1949[13] Merged into Air West 1968
Purdue Aeronautics
Corporation 		Purdue Aeronautics
Corporation 		Purdue Aeronautics
Corporation 		28 July 1949[14] Stopgap service only
Ozark Air Lines Ozark Air Lines Ozark Air Lines 28 July 1950[15] Merged into TWA 1986
(1) Arizona Airways failed to operate certificated service

Essair and the Local Service case

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Pioneer Air Lines Douglas DC-3 in 1948
Main article: Pioneer Air Lines

In November 1943, the CAB certificated Houston-based Essair (later called Pioneer Air Lines) to fly feeder routes in Texas, the first airline to be certificated to fly domestic passengers since the grandfathering of the trunk carriers. Essair started feeder service on 1 August 1945 on a route from Houston to Amarillo, Texas via many intermediate points. The CAB regarded this as an experiment so Essair's certification was temporary. The airline would need to renew its certificate in three years.[1][16]

In the meantime, prompted by the Essair certification, the CAB initiated a case, published July 1944, to consider local air service nationally. Politicians, business groups, would-be airlines and others pushed for such airlines, although the CAB and the post office (which at the time subsidized air transport through airmail contracts) were "not enthusiastic."[17] By January 1944, the CAB had received 435 applications by would-be feeder airlines. The Board saw itself obligated by the 1938 Act to expand air service to smaller markets.[18] The Board was not confident feeder service could be provided on a cost-efficient basis by the trunks, therefore the CAB decided to certificate new carriers, with the idea they would become specialists in serving small routes efficiently. By giving them temporary certificates, the increased subsidies for providing local service was also theoretically temporary. The CAB may also not have wanted to risk the progress trunk carriers made in evolving towards subsidy-free operation.[19]

Certificating new feeder airlines

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Even before it published its local service findings, the CAB launched a series of cases to certificate new feeder carriers across the contiguous United States.[20] The CAB separately certificated "territorial" airlines for Hawaii and Alaska which, at the time, were territories not states. 14 feeder cases completed during the timeframe 1946–1949, awarding an additional 22 new entities (beyond Pioneer) feeder service certificates covering most of the contiguous United States. These certificates were temporary and conditional. Successful local service applicants had to demonstrate access to the funding they claimed to have, and that a sufficient number of airports had necessary infrastructure (e.g. sufficiently long runways, radios, etc) to handle commercial service.[1][2][3][4][5][6][7][8][9][10][21][11][12][13]

Cases could take well over a year, sometimes longer, to decide (note the gap between when the CAB launched the cases in 1944 and the publishing of the first case in spring 1946) typically had over a dozen applicants and other participants, public hearings, an initial finding by an examiner, followed by the decision of the full five-member Board. Each case usually certificated one or more new local service carriers and might also allocate longer routes in the same region to trunks. For instance, the March 1946 decision in the Service in the Rocky Mountain States Area case (which launched in the summer of 1944) certificated two new feeder lines (soon to adopt the names Monarch Air Lines and Challenger Airlines) splitting local routes across Montana, Wyoming, Colorado, Utah and New Mexico, while awarding additional routes in the same region to Western Air Lines and Inland Air Lines, two trunk carriers.[3] Some airlines won routes in multiple cases. Parks Air Lines, for instance, won routes in three.[7][10][21] One later case allocated routes only to feeders previously certificated in earlier cases.[21] A cleanup case re-awarded routes to Southern Airways that the CAB was not confident had been properly awarded previously.[22] CAB decisions could be challenged in Federal courts and some feeder certifications were (such as the original case certificating Essair).[23] The CAB did not distribute route authorities to feeders equally. The size of the Parks Air Lines network was over eight times the size of the Florida Airways network, for instance.[24]

Among successful applicants, All-American Aviation (later Allegheny Airlines, the predecessor to US Airways) was unique because it already had CAB-certification. The CAB certificated All American for “pick-up” service in 1940 – All American picked up mail without landing through use of a device to hook mailbags in flight. This certification was de-novo, rather than grandfathered, but valid only for mail and freight.[25]

Failure to launch

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Some applicants failed to launch service at all. In the case of three applicants with unusual business plans, certification eventually expired or was revoked due to failure to operate:

  • Air Commuting won a certificate for seaplane service from New York City but never launched, with its certification lapsing. Later it unsuccessfully applied for New York City helicopter service certification in the case that was won by New York Airways.[26]
  • Island Air Ferries won a certificate to provide low-frills service across Long Island Sound from Long Island to Connecticut, as a substitute for ferry service. The CAB declined to extend certification past its original term.[27]
  • Yellow Cab Company of Cleveland won a certificate to provide helicopter service in Cleveland. This never launched and the certificate expired.[28]

Arizona Airways failed to launch as a feeder carrier but avoided certificate revocation.

Main article: Arizona Airways

The airline flew (1946–1948) as an Arizona intrastate airline before winning a feeder certificate for routes in Arizona, New Mexico and Texas. But intrastate service exhausted its capital. The airline ceased operating while preparing for feeder service, was unable to raise funding, and the CAB threatened to revoke its certificate. At the last minute, the carrier, still grounded, agreed to a takeover by Monarch Air Lines. This turned into a three-way merger with the addition of Challenger Airlines, resulting in the creation of the original Frontier Airlines in 1950 as one of the largest local service carriers, flying small routes from the Mexican to Canadian borders in the mountain states.

Parks, Ozark and Mid-Continent

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Parks Air Lines routes certificated by the Civil Aeronautics Board
Main article: Parks Air Lines

Parks Air Lines received routes in three CAB cases, leaving it with a feeder network deemed one of the richest. But it was unable to raise funds. The airline proposed a series of launch alternatives the CAB found unacceptable, leading to the CAB revoking the company’s certification in 1950. The CAB awarded most of Parks's routes to a new feeder carrier, Ozark Air Lines, making Ozark the last feeder to be certificated. The CAB awarded the remaining Parks routes to Mid-Continent Airlines, a trunk carrier, a controversial decision since feeder and trunk airlines were supposed to be separate.

Shortly before the CAB's revocation, Parks started service on a single route. After litigation failed to stop the CAB from moving forward, Parks sold itself to Ozark. Since Ozark had no airline operation at the time, Parks essentially became Ozark.

Purdue stopgap

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Main article: Purdue Aeronautics Corporation

In 1949, Purdue Aeronautics Corporation (PAC), a Purdue University subsidiary, was awarded stopgap certification for a single route, Chicago-Lafayette, Indiana. The route authority was held by feeder airline Turner Airlines, shortly to become Lake Central Airlines, which was slow starting service. PAC flew the route for just over two months in late 1949 and early 1950 until Turner was ready to go. That was the end of Purdue University's brief time operating a Federally-certificated scheduled airline, but two years later, Purdue played a role in the fate of Mid-West Airlines, as detailed below.

Failure to renew

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Main article: Florida Airways (1947–1949)
Main article: Mid-West Airlines
Main article: E.W. Wiggins Airways

Feeder certificates were initially temporary, subject to renewal every three years. This was not just for show; the CAB declined to renew the certificates of three feeders, Florida Airways in 1949, Mid-West in 1952 and E.W. Wiggins Airways in 1953. The issue was economics; the CAB deemed unacceptable the amount of government subsidy required to keep the airlines operating.

In the case of Mid-West, another subsidiary of Purdue University bought the carrier in 1951, with a plan to substantially upgrade the airline (e.g. moving from single-engined aircraft to Douglas DC-3s). The CAB allowed Purdue to buy the airline, but then refused to renew its certificate the next year.

Florida Airways and Mid-West went out of business as a result of losing their certificates. The scheduled passenger operations of E.W. Wiggins were part of a larger business and the company is still a going concern as of 2024, operating as a feeder cargo carrier for UPS Airlines and Fedex Express since the 1980s.

Advent of commuter airlines

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Air New England DC-3 at Miami in 1974

In 1952, early in the development of feeder airlines, the CAB chose to deregulate airlines flying "small aircraft". This was formalized in Part 298 of the Board's economic regulations, which gave blanket authorization for airlines operating an aircraft with a maximum gross takeoff weight of 12,500 lbs or less. Such airlines were originally known as scheduled air taxis, later as commuter airlines or Part 298 carriers. This effectively created a new category of airline underneath the local service carriers. In 1972 the CAB expanded the aircraft size limit to include those of 30 passengers or fewer, with a payload of less than 7,500 lbs.[29] Such carriers did have to obtain Federal Aviation Administration operational/safety certification but were otherwise able to fly wherever they pleased. The CAB would, on occasion, also exempt commuter operators to operate aircraft larger than the limits. For instance, in 1971, it exempted Executive Airlines and Air New England (at that time a commuter carrier) to fly propeller aircraft up to 44 seats to expand service in New England.[30]

Permanent certificates

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Southern DC-9 Birmingham 1973

In 1955, the US Congress forced the CAB to make the certificates of these carriers permanent (Public Law 38, enacted May 19, 1955 amending the Civil Aeronautics Act of 1938).[31] This was done against the wishes of the CAB; it had made "elaborate promises" to the trunks that local service carriers would never be able to "come into full competitive status".[32] (see "Trunks, the protected class" below). Prior to permanent certificates, the uncertainty of their regulatory status made it impossible for local service carriers to borrow on a long-term basis. Consequently, the carriers were largely equity funded prior to permanent certificates.[33]

Role

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CAB-regulated airlines interlined with every other carrier (which was done with CAB approval through a subsidiary of the Air Transport Association, at the time the club for all the CAB air carriers). It was normal for passenger itineraries to involve a ticket on more than one airline. No airline offered comprehensive service because the CAB intentionally limited competition. This can be seen in statistics for the local service carrier connections. In 1964, over 40% of passengers on local service carriers were on a ticket connecting to another airline.[34]

Trunks, the protected class

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The CAB saw the trunks as a special category of airline to be particularly protected:

  • Until shortly before deregulation, the CAB did not authorize a single airline to compete with trunklines on an equal basis.[35]
  • Once the trunk airlines were certificated, the CAB's view was their number comprised a sufficient number of airlines, no others were needed.[36]
  • The CAB took particular care to ensure local service carriers did not compete with the trunk carriers, seeing itself as having an obligation to the trunks to protect them from competition.[37]

Over time, local service carriers did come to compete with trunk carriers to a degree. In permitting local service carriers to enter some trunk routes, the CAB was motivated in significant part by a desire reduce government subsidy paid to local service carriers, a process known as “route strengthening.”[38] The first time a local service carrier went head-to-head with a trunk was in 1957, when the CAB allowed Mohawk to compete with American Airlines on the Syracuse-New York City route.[39]

Further, some local service carrier routes were assigned to trunks. As previously noted, in 1950, some of the routes originally awarded to Parks Air Lines, a local service carrier, were handed to Mid-Continent Airlines, a trunk, after Parks failed to start operation in a timely manner.[40] And in 1955, the CAB permitted a trunk airline to buy a local service carrier, when Continental Air Lines bought Pioneer.[41] So the division between local service carriers and trunks was far from absolute.

Air New England: not a local service carrier

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Main article: Air New England (1970–1981)

In 1974, the CAB certificated a new domestic carrier, Air New England (ANE), to placate New England politicians, business groups and citizens who felt they deserved to have a certificated carrier fly small routes in New England (as opposed to relying on unregulated commuter operators). These routes were previously flown by Northeast Airlines, a small trunk carrier that Delta Air Lines bought in 1972. ANE was initially nationally reported as the first new local service carrier since Ozark in 1950.[42][43] Initially the CAB regulated ANE as such, but in 1976 ANE was relabeled as something new in the CAB taxonomy, a "regional carrier". The clear intent of the CAB when it certificated ANE was to keep it focused on small New England routes. Oddly, when the CAB came to create a specific regional certificate for ANE, it found the existing form of ANE's certificate was that of a trunk, not a local service carrier.[44]

Aspiring to be big

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Allegheny Airlines BAC 1-11 in 1975, part of one of the "largest jet fleets in the world"

Local service carriers aspired to be seen as “big” airlines. For instance, in the mid-1970s, Allegheny, the largest of the local service carriers, ran an advertising campaign “It takes a big airline”, comparing itself to the trunks, and it adopted a tag-line “did you know Allegheny is that big?” Ads noted Allegheny:

  • Flew more annual flights than TWA
  • Flew more annual passengers than Pan Am
  • Flew to more cities than American Airlines
  • Had one of the largest jet fleets in the world[45][46]

However, as Table 2 shows, the distinction between trunk airline and local service airline remained obvious all the way to 1978, the last year of the regulated era. Relative to local service carriers, even the smallest trunk airlines flew substantially greater seat-miles and distances and with substantially larger aircraft.

Local service carrier events during regulated era

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  • 1943–1949: CAB certificates 23 feeder/local service airlines
  • Air Commuter, Island Air Ferries and Yellow Cab of Cleveland certificates never used and either expire or are revoked.
  • The CAB withdraws certifications of Florida Airways (1949), Mid-West (1952) and E.W. Wiggins (1953).
  • 1950: Monarch, Challenger and Arizona Airways merge to create Frontier.
  • 1950: Parks Air Lines merges into Ozark Air Lines.
  • 1952: Empire merges into West Coast.[47]
  • 1952: Robinson Airlines changes its name to Mohawk Airlines[48]
  • 1952: Wisconsin Central changes name to North Central Airlines.[49]
  • 1953: All American Airways changes name to Allegheny Airlines.[50]
  • 1955: Pioneer merges into trunk airline Continental Air Lines[47]
  • 1958: Southwest Airways changes name to Pacific Air Lines[51]
  • 1967: Central merges into Frontier[47]
  • 1968: Three-way merger of Bonanza, Pacific and West Coast creates Air West[47]
  • 1968: Lake Central merges into Allegheny[47]
  • 1969: Trans-Texas Airways changes name to Texas International Airlines[52]
  • 1970: Air West becomes Hughes Air Corporation dba Hughes Airwest[53]
  • 1972: Mohawk merges into Allegheny[54]

These events left eight local service carriers in 1978 as shown in Table 2.

Former local service carrier events after 1979 US airline deregulation

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Table 2: 1978 CAB-regulated trunk and local service carriers, including revenues and select statistics
Airline[73] Airline type[73] Op rev(1)[74][75] Sched ASMs (bn)(2)[76] Avg Seats/ Mile(3)[76] Stage length (mi)(4)[76]
American Airlines trunk 2,736.4 45.49 154.2 799.8
Braniff Airways trunk 966.5 17.84 138.5 583.1
Continental Air Lines trunk 772.0 14.53 155.2 618.5
Delta Air Lines trunk 2,241.6 37.55 151.5 457.9
Eastern Air Lines trunk 2,379.6 39.06 135.5 509.1
National Airlines trunk 636.4 13.83 174.1 694.5
Northwest Airlines trunk 794.4 14.30 226.2 667.2
Trans World Airlines trunk 2,474.7 42.65 165.0 897.1
United Air Lines trunk 3,523.4 61.94 161.2 694.8
Western Air Lines trunk 834.5 15.76 147.9 645.6
Allegheny Airlines local svc 566.8 6.72 90.4 242.5
Frontier Airlines local svc 287.2 3.77 81.6 230.2
Hughes Air Corp dba Hughes Airwest local svc 313.2 4.18 94.6 282.0
North Central Airlines local svc 298.5 3.09 90.0 147.6
Ozark Air Lines local svc 229.7 2.70 87.3 195.9
Piedmont Airlines local svc 205.6 2.62 85.7 180.7
Southern Airways local svc 188.5 2.45 76.0 206.5
Texas International Airlines local svc 181.7 2.60 90.8 304.5
(1) USD mm (2) Available Seat Miles: an ASM is one seat available for sale flown one mile (3) Average seats per flight weighted by miles flown (4) Average flight distance

Legacy

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As of 2024, American Airlines is the corporate successor to the following original local service certificates:

As of 2024, Delta Air Lines is the corporate successor to the following original local service certificates:

As of 2024, United Airlines is the corporate successor to the following original local service certificates:

References

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  1. ^ a b c "Continental Air Lines, Inc. et al., Texas Air Service". Civil Aeronautics Board Reports. 4. Civil Aeronautics Board: 478–493. December 1942 – June 1944. hdl:2027/osu.32437011657885.
  2. ^ a b "The Florida Case". Civil Aeronautics Board Reports. 6. Civil Aeronautics Board: 765–797. July 1944 – May 1946. hdl:2027/osu.32437011657786.
  3. ^ a b c d "Service in the Rocky Mountain States Area". Civil Aeronautics Board Reports. 6. Civil Aeronautics Board: 695–763. July 1944 – May 1946. hdl:2027/osu.32437011657786..
  4. ^ a b c d "West Coast Case". Civil Aeronautics Board Reports. 6. Civil Aeronautics Board: 961–1039. July 1944 – May 1946. hdl:2027/osu.32437011657786.
  5. ^ a b "New England Case". Civil Aeronautics Board Reports. 7. Civil Aeronautics Board: 27–82. June 1946 – March 1947. hdl:2027/osu.32437011657737.
  6. ^ a b c "Texas-Oklahoma Case". Civil Aeronautics Board Reports. 7. Civil Aeronautics Board: 481–597. June 1946 – March 1947. hdl:2027/osu.32437011657737.
  7. ^ a b c d e "North Central Case". Civil Aeronautics Board Reports. 7. Civil Aeronautics Board: 639–713. June 1946 – March 1947. hdl:2027/osu.32437011657737.
  8. ^ a b c "Southeastern States Case". Civil Aeronautics Board Reports. 7. Civil Aeronautics Board: 863–941. June 1946 – March 1947. hdl:2027/osu.32437011657737.
  9. ^ a b "Air Commuting, Inc., New York City Area Service". Civil Aeronautics Board Reports. 8. Civil Aeronautics Board: 1–9. April–December 1947. hdl:2027/osu.32437011657687.
  10. ^ a b c d "Great Lakes Area Case". Civil Aeronautics Board Reports. 8. Civil Aeronautics Board: 360–456. April–December 1947. hdl:2027/osu.32437011657687.
  11. ^ a b "Arizona-New Mexico Case". Civil Aeronautics Board Reports. 9. Civil Aeronautics Board: 85–130. January–December 1948. hdl:2027/osu.32437011657638.
  12. ^ a b c d "Middle Atlantic Area Case". Civil Aeronautics Board Reports. 9. Civil Aeronautics Board: 131–220. January–December 1948. hdl:2027/osu.32437011657638.
  13. ^ a b "Additional California-Nevada Service". Civil Aeronautics Board Reports. 10. Civil Aeronautics Board: 405–454. January–November 1949. hdl:2027/osu.32437011657588.
  14. ^ "Purdue Aeronautics Corporation, Lafayette-Chicago Operation". Civil Aeronautics Board Reports. 10. Civil Aeronautics Board: 552–563. January–November 1949. hdl:2027/osu.32437011657588.
  15. ^ "Parks Investigation Case". Civil Aeronautics Board Reports. 11. Civil Aeronautics Board: 779–851. December 1949 – August 1950. hdl:2027/osu.32437011657539.
  16. ^ "Essair, Inc., Temporary Mail Rate". Civil Aeronautics Board Reports. 6. Civil Aeronautics Board: 687–694. July 1944 – May 1946. hdl:2027/osu.32437011657786.
  17. ^ Eads, George C. (1972). The Local Service Airline Experiment. Brookings Institution. p. 75. ISBN 9780815720225.
  18. ^ "Investigation of Local, Feeder and Pick-Up Air Service". Civil Aeronautics Board Reports. 6. Civil Aeronautics Board: 1–57. July 1944 – May 1946. hdl:2027/osu.32437011657786.
  19. ^ Eads 1972, p. 75–78.
  20. ^ "Examiners Assigned Four Feeder Cases". Aviation Week. 45 (1): 41. 5 June 1944. ISSN 0005-2175.
  21. ^ a b c "Mississippi Valley Case". Civil Aeronautics Board Reports. 8. Civil Aeronautics Board: 726–804. April–December 1947. hdl:2027/osu.32437011657687.
  22. ^ "Reopened Mississippi Valley and Southeastern States Cases". Civil Aeronautics Board Reports. 11. Civil Aeronautics Board: 979–998. December 1949 – August 1950. hdl:2027/osu.32437011657539.
  23. ^ Braniff Airways v. Civil Aeronautics Board, 147 F.2d 152 (D.C. Cir. 1945).
  24. ^ "Feeder Mileage". Aviation Week. 48 (14): 36. 5 April 1948. ISSN 0005-2175.
  25. ^ "All American Aviation, Inc.—Certificate of Public Convenience and Necessity". Civil Aeronautics Board Reports. 2. Civil Aeronautics Board: 133–158. July 1940 – August 1941. hdl:2027/osu.32435022360663.
  26. ^ "New York City Area Helicopter Service Case". Civil Aeronautics Board Reports. 15. Civil Aeronautics Board: 259–278. January–June 1952. hdl:2027/osu.32435022360598.
  27. ^ "Island Air Ferries Renewal Case". Civil Aeronautics Board Reports. 16. Civil Aeronautics Board: 546–554. July 1952 – February 1953. hdl:2027/osu.32435022360580.
  28. ^ Civil Aeronautics Board Reports to Congress 1968 (Report). Washington, DC: U.S. Government Printing Office. 9 December 1968. p. 160. hdl:2027/pst.000067708055.
  29. ^ "Part 298 Weight Limit Investigation". Civil Aeronautics Board Reports. 60: 142–194. August–December 1972. hdl:2027/mdp.39015007658480.
  30. ^ CAB Authorizes Prop Aircraft for N.E. Line, Fitchburg Sentinel, April 23, 1971
  31. ^ "Public Law 38, Chapter 41, May 19, 1955" (PDF). www.congress.gov. United States Congress. Retrieved 16 July 2024.
  32. ^ Caves, Richard E. (1962). Air Transport and its Regulators. Cambridge, Massachusetts: Harvard University Press. p. 294. LCCN 62017216.
  33. ^ Eads 1972, p. 42.
  34. ^ Eads 1972, p. 162.
  35. ^ Civil Aeronautics Board Practices and Procedures: Report of the Subcommittee on Administrative Practice and Procedure of the Committee of the Judiciary of the United States Senate, 94th Congress, 1st Session (Report). Washington, DC: U.S. Government Printing Office. 1975. p. 217. hdl:2027/pur1.32754076881451.
  36. ^ Report 1975, p. 218.
  37. ^ Report 1975, p. 220.
  38. ^ Eads 1972, p. 105–176.
  39. ^ Eads 1972, p. 156.
  40. ^ "Parks Investigation Case". Civil Aeronautics Board Reports. 11: 779–851. December 1949 – August 1950. hdl:2027/osu.32437011657539.
  41. ^ "Continental-Pioneer Acquisition Case". Civil Aeronautics Board Reports. 20: 323–401. February–May 1955. hdl:2027/osu.32437011658321.
  42. ^ "Air New England Named Local". Aviation Week & Space Technology. 101 (3): 19. 22 July 1974. ISSN 0005-2175.
  43. ^ Air New England Service Upgraded, New York Times, July 18, 1974
  44. ^ "Civil Aeronautics Board [Docket 29648; Order 77-5-12] Air New England, Inc. Order to Show Cause". Federal Register. 42 (88): 23184–23185. 6 May 1977. hdl:2027/uc1.31158002894953. ISSN 0097-6326.
  45. ^ Big Airlines Better, Binghamton (NY) Press and Sun-Bulletin, 18 May 1976
  46. ^ "Allegheny Airlines advertisement". Black Enterprise. 7 (6): 16. January 1977. ISSN 0006-4165.
  47. ^ a b c d e Annual 1968, p. 159.
  48. ^ Mohawk: Robinson Airlines' Name To Change Friday, Ithaca (NY) Journal, 14 August 1952
  49. ^ Wisconsin Central Now North Central, Wausau (WI) Daily Herald, 16 December 1952
  50. ^ "Docket No. 5880, Allegheny Airlines, Inc. (formerly All American Airways, Inc.), Certificate Reissued—order No. E-7144, adopted February 6, 1953". Civil Aeronautics Board Reports. 16: 1005–1006. July 1952 – February 1953. hdl:2027/uc1.b2938507.
  51. ^ Debut of Pacific Air Lines, San Francisco Examiner, 19 March 1958
  52. ^ "Docket No. 20875, Texas International Airlines, Use of Initials "TIA"—order 69-10-162 adopted October 31, 1969". Civil Aeronautics Board Reports. 52: 971–972. August–November 1969. hdl:2027/osu.32437011657869.
  53. ^ Hughes's Properties Are Reported Worth $2-Billion, New York Times, 8 December 1970
  54. ^ Allegheny and Mohawk - - - now they are one, Boston Globe, 13 April 1972
  55. ^ Allegheny is dead; long live USAir, Philadelphia Inquirer, 28 October 1979
  56. ^ Corporate Sales and Earnings Reports, New York Times, 30 August 1979
  57. ^ Week in review: Corporate Name Changes, Tallahassee Democrat, 15 June 1980
  58. ^ Changes win Texas Air approval to buy Eastern
  59. ^ Republic Airlines Takes Over Hughes Line Today, Atlanta Constitution, 1 October 1980
  60. ^ Airlines' merger takes effect, Green Bay (WI) Press-Gazette, 31 October 1982
  61. ^ People Express Acquiring Frontier, New York Times, 9 October 1985
  62. ^ "Piedmont Buying Empire Airlines - The Buffalo News at Newspapers.com". Newspapers.com. The Buffalo News. 1985-10-03. p. 8. Retrieved 2024-05-02.
  63. ^ Frontier Airlines, Pressed For Cash, Halts All Service, New York Times, 25 August 1986
  64. ^ Petzinger, Thomas (1996). Hard Landing: The Epic Contest For Power and Profits That Plunged the Airlines into Chaos. Random House. pp. 321–322. ISBN 9780307774491.
  65. ^ USAir Plans to Buy PSA, Become 6th Largest Line, Los Angeles Times, December 8, 1986
  66. ^ "Northwest Orient will buy Republic to become third largest airline". Deseret News. UPI. January 24, 1986. p. 4A.
  67. ^ Ozark Air and TWA merge, San Francisco Examiner, 2 March 1986
  68. ^ Salpukas, Agis (1987-03-10). "PIEDMONT ACCEPTS USAIR BID". The New York Times. ISSN 0362-4331.
  69. ^ Bryant, Adam (1995-09-07). "USAir Chief, In a Surprise, Plans to Retire". New York Times.
  70. ^ Congress passes bill which restores 10% ticket tax, Taylorville (IL) Daily Breeze Courier, 28 February 1997
  71. ^ US Airways and America West Plan to Merge, New York Times, 20 May 2005
  72. ^ American and US Airways Announce Deal for $11 Billion Merger, New York Times, 13 February 2013
  73. ^ a b Annual Report: Fiscal Year 1977 and Transitional Quarter (Report). Civil Aeronautics Board. May 1978. pp. 154–155. hdl:2027/pst.000067708109.
  74. ^ Air Carrier Financial Statistics (Report). Civil Aeronautics Board. December 1979. pp. 1–58. hdl:2027/osu.32435022510978.
  75. ^ Air Transport Association 1979 Annual Report
  76. ^ a b c "Part III. Traffic Statistics of the Certificated Route Air Carriers". Supplement to the Handbook of Airline Statistics: Calendar Years 1977 and 1978 (Report). Civil Aeronautics Board. November 1979. pp. 12–27. hdl:2027/osu.32435025695669.
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