By H.A. Wassenbergh
to his feedback for corrective motion at govt point, will clearly fluctuate in keeping with the pursuits of every govt in upholding the ap proach it regards as in line with its personal simple pursuits and people of its overseas airline. I commend this e-book as a most respected therapy of the topics that are of outrage not just to the educational scholar but in addition to these engaged within the learn and alertness of foreign civil aviation agreements in governments and airways. it'd be becoming if it enjoys, because it may still, broad flow among such scholars and practicioners. Sir Donald Anderson Director-General of Civil Aviation Melbourne, Australia. April, 1970. desk OF CONTENTS record OF ABBREVIATIONS XI bankruptcy ONE I. The means of executive 1 II. foreign civil aviation rules four III. nationwide vs foreign procedure nine bankruptcy I. overseas regulate of the air site visitors industry 17 II. Freedom category and site visitors information 22 III. The air site visitors industry and the trade of routes and site visitors rights 28 IV. The 6th freedom factor 32 V. path specification forty VI. equivalent chance forty six bankruptcy 3 I. Non-scheduled and scheduled commercial airlines fifty one II. All-cargo companies fifty nine III. Inclusive journey site visitors sixty three IV. Non-inclusive travel (affinity) constitution site visitors seventy two V. site visitors rights for constitution vendors seventy nine bankruptcy 4 I. Cooperative preparations 104 II. airplane rent agreements in foreign air transp- tation 114 III. association among commercial airlines one hundred twenty IV.
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Additional resources for Aspects of Air Law and Civil Air Policy in the Seventies
Another example where the sixth freedom traffic received attention is the USA-USSR bilateral air agreement concluded at Washington DC on November 4, 1966, the Annex of which states (art. 3): "The designated airline of the USSR shall have in the territory of the USA at the terminal point of the agreed route the right to land for technical and commercial purposes as well as to use alternate airports and flight facilities for these purposes. " The route in question is the route Moscow-New York and return, non-stop in both directions except for agreed technical stops.
The guiding principle of US air policy is to arrive at an "equal exchange of economic benefits" under bilateral air agreements and to make 22 NATIONAL CONTROL OF THE AIR TRAFFIC MARKET capacity control possible on the basis of statistics indicating the "true" origin and "ultimate" destination of the traffic. It might be more adequate for US carriers as well if they were to view the conclusion of an air agreement as the construction for their carriers of new highways open to the traveling public at large.
Such a system results in a dispersion of effort on the single basis of the national market of the newly dependent State concerned. The role of French carriers outside bilateral relationships with France, tervention in and direction of economic life as necessary to promote the prosperity of the State. In the international sphere this theory is bound to lead to power politics. 17 Cf. 15. 18 It may be interesting to note that the traffic carried by KLM in 1967/68 consisted for about 60% of third and fourth freedom traffic, about 19% of fifth freedom traffic and 21 % sixth freedom traffic.
Aspects of Air Law and Civil Air Policy in the Seventies by H.A. Wassenbergh