Classroom clipper, Vol. III, No. 1, October 1946

              October, 1946
Published by Pan American World Airways
VOL. Ill, No. 1
AIR LINE NETWORK JOINS WORLD NATIONS
INTERNATIONAL FLIGHT—Four-engine craft on international schedules carry passenger loads ranging from about 30 for the longer flights up to 43 for short hauls.
On a recent Sunday morning New York City newspapers in their “Marine and Aviation” announcements noted the arrival at New York during the preceding day of 12 air transport aircraft from overseas and the departure for foreign ports of 12 others —each a four-engine airplane carrying 30 to 40 passengers.
That, was not a record—simply a routine day at LaGuardia Airport, New York City’s air line terminal, which is but one of the U. S. terminals for internationally-operated air transport craft. During the same 24-hour period international air passengers arrived at and departed from,
New York, Baltimore, Boston, Chicago, Washington, Philadelphia, Miami, New Orleans, Brownsville, Laredo, Los Angeles,
San Francisco and Seattle. Soon to be added to the list of air terminals for international service (some of them may have inaugurated service by the time these words are printed) are Detroit, Charleston, Tampa, Houston, San Antonio, El Paso and Fort Worth-Dallas.
On an average day there are about 65 departures of scheduled aircraft from the United States to foreign countries and an equal number of arrivals. The number of passengers in and out of the U. S. every day by air is well up in the thousands.
Much of the growth to this operating level has taken place since the last issue of CLASSROOM CLIPPER in May of this year. To a limited extent it has included tourist travel, principally between the U.S. and the Latin American countries. The European and Pacific areas were not ready to receive post-War tourists, and many are not ready yet because of food shortages.
From now on, however, air line people expect to serve an increasing proportion of vacation travelers—to the countries of Latin America in coming months while it is winter in the U. S. and summer below the equator and to other areas of the world when next summer’s vacation season arrives in North America.
Preparations during the summer of 1946 for future vacation air trips, and for still more flying by diplomats, foreign traders, and business travelers of all types, as well as for increased air mail and cargo service, pushed behind-the-scene activities of civil air transport in the summer of 1946 into higher gear even than the War years, if that could be possible. A brief summary of recent developments follows.
To mention first the developments in governmental international relations of the air it is of utmost significance that the United States in July announced withdrawal from the so-called “Five Freedoms
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of the Air” agreement drafted at the Chicago Aviation Conference in 1944. One reason for the Chicago Conference grew out of the fact that each nation has sovereignty over the air space above its territory and has the right to grant or deny access to it by an airplane of another country. Permission to land and do business is the first necessity for an international air transport operation. The Five Freedoms agreement was intended to form a basis for exchange of operating privileges between all of the participating nations.
1946-1947
During the current school term Classroom Clipper will appear at two-month intervals. Each issue will include a special section on an area of the world; the first, on South America, appears this time. In subsequent issues the special sections will be devoted to the South Pacific, Central America and the Caribbean, the North Pacific and the Orient, and Europe.
As in the past Classroom Clipper will be mailed, without charge, to teachers requesting it of Educational Director, Pan American World Airways, 135 East 42nd Street, New York 17, N. Y.
Under this multilateral agreement each nation adhering to the pact guarantees to all five “freedoms,” others for only part to fly over its territory (2) to make operational stops (3) to transport passengers from their respective countries to it (4) to carry passengers from its territory back to their own, and (5) the right to bring in passengers from any third country. Some nations have signed with respect to all “freedoms,” others for only part of of them.
The U. S. had signified approval with respect to all five, but in July announced that it would withdraw after the waiting period of one year specified in the agreement, which is not a treaty. The State Department noted at the time that only 15 of the 52 nations represented at the Chicago conference had subscribed to the agreement and that only two of this 15— Sweden and the Netherlands—besides the United States, had appreciable interest in international air service.
Meanwhile, nations of the world had been working on the problem of international agreements for air service in another way, through individual negotiation by one nation with another.
These nation to nation agreements are called bi-lateral agreements. The U. S. has concluded such arrangements with the United Kingdom and 16 other nations and is negotiating still others.
(Continued on page 11)