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Aviation History
1943
1943 - 2065.PDF
AUGUST IO,TH, 1943 FLIGHT 207 CONTROL OR COMPETITION ? M ^e to exercise their rights by way of " flag discrimination " for 01 against any nation having reciprocal agreements. Special arrangements—involving a modification of item (c) above—are suggested for airline operation within Continental Europe, the fundamental principle governing such arrangements being the necessity for a single European authority to control the trunk routes throughout the Continent, on the lines successfully followed by the Federal authority in the U.S. The Allied Governments, the committee thinks, might appropriately prepare, as a model, alternative methods for participation in European air transport on the assumptions of: — (a) A European Air Transport Company in which eachnation would be interested on an equal basis to operate European routes. (b) A European Air Board whose licence would be requiredby would-be operators within Continental Europe. Proviso for the Axis European nations with overseas possessions would be free to run air services between such possessions and the Mother Country, and would also be free to develop air eryices to foreign countries in other continents on the ciprocal basis already mentioned. The Axis powers, however, would be excluded from the latter facility so long as they were "barred by the United Nations' settlement. /On the subject of British domestic air policy, the com- mittee first of all advocates the transfer of responsibility from the Air Ministry to a Civil Transport Ministry which should appoint the U.K. Board of Aeronautics. Indeed, the committee more than advocates this change ; it is " con- vinced that it is essential." The need to distinguish clearly between the various kinds of ^payments which in the past have been termed subsidies is also stressed. For example, it does not class a mail sur- charge as a subsidy, but as "the proper additional economic value of air mail service." It also recognises that special subsidies may be necessary, in the transition period, to airlines which are obliged to use uneconomic air- craft untri economic air transport types become available, and also to what it terms "infant air-routes" which may be desirable, for the promotion of commerce or the develop- ^uint of backward areas. The latter should be operated by a " chosen instrument " of the Government, and their cost- ings and subsidies disclosed. Most main air routes after the war should be. self-supporting, however. Remarking that air transport operators should not be expected to find the capital cost of airports and naviga- tion services any more than shipping lines are expected to build their own harbours and lighthouses, the committee recommends the wise expenditure of public money for these facilittes as being the best form of subsidy for air transport in general and, therefore, in the national interest. Like the shipping companies, the air transport operators should pay reasonable dues for the use of such facilities. The foregoing is, of course, a summary of the chief points in the committee's report which has been issued in pamph- let form, the full text including some suggestions on inter- national regulations controlling technical matters, the establishment of "regional conferences" of operators in the chief areas to deal with such things as schedules, fares, etc., and means of dealing with breaches of the Convention and defiance of regulations. But the reader will appreciate the general lines on which this unofficial committee sug- gests the whole problem should be tackled, and will doubt- less agree that it would form a sound basis for a practical and fair solution. We now turn to the statement recently issued—indeed, its appearance was practically simultaneous with the one just reviewed—of the Joint Air Transport Committee repre- senting three important bodies, namely, the Association of British Chambers of Commerce, the Federation of British Industries, and the London Chamber ol Commerce. This committee is broadly representative of British trade and industry, but excluding aircraft manufacturers and air- line operators. In short, it speaks for this country's future customers of air transport; those who will benefit if Dr. Warner's fundamental principles, accepted by Mr. Ronald Tree's unofficial committee, are universally adopted by the United Nations and duly given practical effect. They are concerned with two statements of policy issued as a result of the recent conference of U.S. airlines in Wash- ington, their interest in them being naturally confined to these developments in so far as they touch upon the British problem. The two policies in question are diametrically opposed to each other, but neither of them hold out much prospect of conferring maximum benefit on the post-war world as a whole, the sole object of their respective sponsors being, apparently, to confer the maximum benefit on American aviation. The first of these two American policies is supported by 16 U.S. airlines, and advocates free and open competition on the international air routes. The second is advanced by only three U.S. airlines, Pan-American Airways, American Export Airlines, and United Airlines, and it is pressing President Roosevelt to limit the international routes to one single combine. It is worth noting here that only Pan-American and American Export are now allowed to operate international air routes, and that the first group of 16 airlines either have filed, or intend to file, applications to operate international • routes after the war. Mr. Sam Solomon, president of North-East Airlines, stated to the Press after the conference : "I know of no domestic airline that has not ambitions to engage in-international service." Commenting upon these policies, the Joint Air Transport Committee points out that, because of sacrifices made in the common cause, there is not one European country among the United Nations which could join in '' free and open " competition with the United States without grave * embarrassment, immediately after the war, and blames the delay of the British Government in announcing a definite policy as being the cause of the " one-rornbirre " recom- mendation of Pan-American and American Export. Fear of British Competition This would appear to be justified, since the minority American policy is defended by a statement which speaks of the fear that "global airlines after the war will be crowded with Government-dominated and Government- owned companies of other countries, notably the British Empire (the italics are ours), thus making it difficult for , the highly competitive U.S. airlines to operate profitably." It has been reported that Britain is to confer with America in the not-too-distant future on the problem ol post-war air transport, in which case it is not to be sup- posed that President Roosevelt will make any important decisions in advance of such a conference, but, in the absence of any definite statement of policy by the British Government, the American airlines cannot be blamed for looking after their own interests. Indeed, if this frank intimation that they mean to study their own interests first and let the rest of the United Nations' air transport services "stew in their own juice" has the effect of jerking the British Government out of its lethargy, then our friendly rivals will have done us a very good turn indeed! Last week Flight commented editorially upon a project launched by TWA, by which America might supply machines and trained personnel to help foreign nations to establish airlines after the war. The prime motive, honestly stated, is to benefit U.S. aviation by cultivating the habit of using American aircraft. We cannot say we have not been warned! THIRD ANNUAL A.A.I. CONFERENCE THE Association of Aircraft Inspectors held its third annu;ilconference in London recently. The conference wasattended by 45 delegates, representing 40 branches from all over England and Scotland. In addition to discussing purelydomestic matters, the conference passed resolutions approving the BeveridgQ Report in principle, and the principle of equalpay for equal work. In his address the chairman, Mr. H. T. Brigden, recalled that the Association had become a registeredtrade union. Membership was increasing, but more were wanted •
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