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Aviation History
1956
1956 - 1414.PDF
566 FLIGHT, 28 September 1956 EDINBURGH ENTERTAINS (cont. from p. 563) of the other I.A.T.A. working committees—i.e. the fares, finan-cial, technical, medical, legal and facilitation groups. Salient points and quotations from these reports, as well as from the opening addresses, are as follows. * * * "Our association does not control production, allocate markets,or fix prices, which are the prime characteristics of cartels. Governments have complete control of these three basic com-petitive elements in our industry." (Trippe) * * * "The governments, in accepting our tariff recommendations, must certainly assume that they will be implemented as written. We would be derelict if we did not see that this was done to the best of human ability." (Trippe) * * * "1 can only reiterate a sincere hope that the year 1957 willshow clearly that Aeroflot desires to participate in international civil aviation and in I.A.T.A." (Trippe) * * * "We are coming to believe that speed ... is the one qualityof air transport which we must constantly seek to improve; that nothing matters so long as we can reduce our schedule times . . .Safety must be a predominating factor, but after that regularity, punctuality, comfort and, above all, cheapness are the otherqualities which the air transport industry must develop." (Lord Douglas) Air mail postal rates were set every five years by nationalpostal administrations in the Congress of the Universal Postal Union, whose next meeting was scheduled for August 1957 atOttawa. Whilst the airlines could study and discuss air mail rates in I.A.T.A., the Association could not negotiate on theirbehalf and there was no appeal from U.P.U. decisions. (Maj. J. Ronald McCrindle, chairman of the executive committee.) * * * "There is a possibility of a three-tier [fares] structure appearingover the North Atlantic. There is already a three-tier structure in the Middle East and this was considerably extended at Cannes.We have barely taken the top off the Polar fare problems . . . Unless we are able to find solutions we may find ourselves soover-complicating the task of our sales offices that though we have the right fares and rates, nobody can explain them topassengers." (K. G. Granville, chairman of the fares committee.) * * * The airline industry was still struggling with currency con-trols and fluctuations in some countries, which often made it difficult for them to bring back to their home treasuries the fullvalue of the revenues they earned abroad. (R. Lorimer Weir, chairman of the financial committee.) * * * An attempt was being made to determine the total value ofan airline's commercial indebtedness to another by evaluating only a small percentage of the bulk of the flight coupons whichwere the airline's record of its interline transactions, rather than by checking every one. (Weir) * * * "I am happy to report that the air forces of several countriesare not only co-operating with us most effectively [on traffic con- trol problems], but also are making the most generous contribu-tions based on their experience with advanced military aircraft that have many features in common with those we intend tofly in a few years' time." (Capt. A. V. J. Vernieuwe, chairman of the technical committee.) * * -•*-- •••... The airlines were looking for solutions to the air traffic controlproblem in two phases: improvements to present systems which might enable them to handle the maximum load in the next fiveyears; and development of new systems and principles for the demands of the first decade of high-speed jet operations in 1961W 1970. (Vernieuwe) * * *i: Long-range future control requirements were (1) split-secondcommunications between aircraft and controller, possibly through integrated data transfer; (2) an organization of control on an arearather than a route concept; (3) and cockpit instruments to give the pilot a visual interpretation of his place in the control pattern.(Vernieuwe) * * * It was "unrealistic" to set up control areas on the basis ofnational boundaries, as in Europe. A proposal had been put forward for the creation in this area, by both civil and military,of a centralized air traffic control authority. (Vernieuwe) * * * I.A.T.A. had developed a 150-page document of principles forthe design of airport buildings and aprons which had been dis- tributed to airport operators and airlines. (Vernieuwe) An unexpected visitor to the I.A.T.A. annual meeting on September 18 was Col. Anton Konstantinov, Soviet air attache in the United Kingdom. He is seen here with Sir William Hildred (left) and Lord Douglas, this year's president of the world airlines' association. Typical of I.A.T.A.'s hard-working specialist committees is the financial group, members of which are seen here at the conference. They are (left to right): Mr. F. J. H. Johnston, Dr. H. J. Gorecki, Mr. R. Lorimer Weir, and Mr. A. J. Quin-Harkin. I.A.T.A. had recommended to I.C.A.O. for adoption as aninternational standard a new runway lighting system to give the pilot both narrow and broad visual gauge of distance. (Vernieuwe) * * * I.A.T.A. had recommended to I.C.A.O. that the S.S.B. (singleside band) H.F. communication be adopted internationally, and had recommended methods for simplifying messages. (Vernieuwe) * * * The North Atlantic route was fast becoming saturated with traffic, and no great improvement in control could be expected until navaids and communications of greater range and reliability were devised and installed. (Vernieuwe) * * * Carriers should have the greatest facilities to make interchangearrangements or charters between airlines with or without crews, and in both instances for long or short periods. (Mr. W. A.Steanstra-T'oussaint, chairman of the legal committee.) * * * A new agreement on cargo claims had been completed, on the principle that one airline could settle a claim on behalf of another. (Steanstra-T oussaint) * * * "The facilitation and advisory group hopes that the meetingwill agree that it is essential to reduce inbound and outbound ground formalities to a total of one hour. Only by doing so willthese formalities bear a reasonable relation to the speed of the aircraft which will be operating. Even then, ground time willrepresent 14 per cent of the total time it takes to make the trans- atlantic crossing. (J. A. Paine, chairman of the facilitationadvisory group.)
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