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By H.A. Wassenbergh

to his feedback for corrective motion at executive point, will obviously differ in line with the pursuits of every executive in upholding the ap­ proach it regards as in keeping with its personal easy pursuits and people of its overseas airline. I commend this booklet as a most respected remedy of the themes that are of shock not just to the tutorial pupil but additionally to these engaged within the examine and alertness of foreign civil aviation agreements in governments and airways. it might be becoming if it enjoys, because it should still, huge movement 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. overseas civil aviation law four III. nationwide vs foreign technique nine bankruptcy I. overseas keep watch over of the air site visitors industry 17 II. Freedom class and site visitors facts 22 III. The air site visitors marketplace and the alternate 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 schedule carriers 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 providers seventy nine bankruptcy 4 I. Cooperative preparations 104 II. plane rent agreements in foreign air transp- tation 114 III. association among commercial airlines a hundred and twenty IV.

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We have stated that each separate route constitutes a separate opportunity, and is thus a separate bilateral market and that this is so because of the technique of bilateral route exchanges. Because of that same technique we cannot consider a route to be a separate market in the sense that this market is defined by traffic which has its "true origin" and its "ultimate destination" in the terminal points (and possible intermediate points) of the route. 4 We cannot define a market only by the traffic generated at a single point.

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. " Upon the request of PANAM the CAB amended the wording of the 23 Cf. g. " In the adopted regulation ER-525, effective Jan.

20 NATIONAL CONTROL OF THE AIR TRAFFIC MARKET cerned to obtain the same access. Here is where geographical location comes into play, at least in practice. In other words, in practice a distinction can be made between terminal markets and transit markets, depending on geographical location and of course on size. The USA is chiefly a terminal market and so are peripheral States. A country like Holland is, to a great extent, a transit market. We have stated that each separate route constitutes a separate opportunity, and is thus a separate bilateral market and that this is so because of the technique of bilateral route exchanges.

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