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Aviation History
1953
1953 - 0014.PDF
U FLIGHT (Left) Terminal buildings and apron at Schiphol — world airport of the Netherlands and the main base of K.L.M. (Below, left) Overhaul of a K.L.M. Constellation in one of the company's eight well- equipped hangars at Schiphol. ~ ~^*^MHMHHHMillii Flying Dutchmen regional operations, K.L.M. has made the most of its oppor tunities. The present scale of K.L.M. activities is a tribute to Dutch energy and persistence. Further expansion of the overseas network—and complete utilization as it stands at present—is largely dependent on the change in international civil aviation policy for which K.L.M. so persistently campaigns. Bilateral agreements giving, at the most, Third- and Fourth-freedom traffic rights* form the framework of international air traffic. Earlier this year K.L.M. described the attitude behind most agreements as "half-hearted," contending that international aviation will be handicapped as long as freedoms are granted to such a limited extent. As is natural for a long-haul operator, K.L.M. require many more Fifth-freedom rights to improve revenue from flights on the trunk routes passing through several countries. Whether or not the Dutch air line's campaign for full freedom will succeed in bringing more multilateral agreements remains to be seen. There is an attractive sound to the statement that "... the national airlines and the general public will benefit by a policy of * The Third Freedom gives an operator the right to set down traffic in another country; the Fourth Freedom enables the operator to pick up traffic from that country and set down in its own territory. To carry traffic between foreign countries is to exercise the Fifth Freedom.
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