E/TRC/AV files, lot 59 D 206, “Middle East—General 1945–1954”
Memorandum by the Civil Air Attaché for the Middle East (Thayer) to the Officer in Charge of Lebanon–Syria Affairs (Allen)1
- Subject:
- Civil Aviation—Near and Middle East
[Here follows discussion of proposed expansion of the duties of the Civil Air Attaché.]
The relative importance of air as compared with surface transport in this area, the underdevelopment characterizing the region, and its strategic location in terms of global air routes has meant that aviation problems of concern to the United States fall into two [Page 440] major categories; namely, (1) air transport development within the area, and (2) problems of securing U.S. air rights in the area.
Air Transport Development
The air transport system is characterized by: (a) Inadequate aviation facilities in terms of navigational aids, communications facilities, etc. Existing facilities for the most part were constructed by military forces during the last war. The governments of the area have been faced with difficult problems in maintaining existing facilities and in trying to keep pace with the growing requirements for modernized facilities. In their efforts the local governments have been hampered by (1) inadequate Civil Aviation Department staffs, both in terms of numbers and qualifications, (2) inadequate budgets, and (3) inability largely for financial reasons to make the long-term plans required to meet present day requirements for facility development. A regional plan, backed by sufficient funds for its implementation has been recommended to the Department and FOA, however it has not been implemented to date. A regional rather than country-by-country program seems essential.
(b) An airline system which is comprised of far too many individual carriers in relation to the air traffic potential. This in turn has led to the imposition of government restrictions on air operations as between the various countries, which in turn creates an economic situation which discourages the introduction of more modern, larger capacity aircraft to replace the existing fleets of war surplus DC–3 type equipment.
(c) Air carriers which are in the main under-capitalized and without sufficient financial resources to meet the cost of acquiring modern aircraft.
(d) Absence of effective government regulation and an effective program of inter-governmental coordination in the field of aviation policy permits unregulated cut-throat competitive practices to the detriment of sound economic operating practices.
(e) Management and Operational staffs are to a large extent insufficiently trained to conduct an efficient, safe operation approximating Western standards.
(f) The lack of an indigenous logistics base for the air transport system, plus some of the other factors above mentioned, including dependence upon foreign sources of supply for material, aircraft, and technical skills, has meant that foreign interests are associated to a large extent with nearly all of the airlines of the area. British, French, and American influence has been predominant. The political and strategic importance of the area to the big powers, and the relative importance of air transport in the area have at times led to competitions between these powers to maintain and/or increase [Page 441] their influence in regional air transport. At the present time, American interests are associated with Ethiopian Airlines (TWA management), Saudi Arabian Airlines (TWA technical operations), Air Jordan (Trans-Ocean financed affiliate), Middle East Airlines (36% PAA), Iranian Airways (Trans-Ocean management).
The British appear to have an overall plan for increasing their influence in aviation in this area, probably as the result of developments in Iran and Egypt. Several airlines under British control have been merged and there is evidence of an all-out attempt by the British to replace PAA in Middle East Airlines—a move which if successful would give the British a group of associated airlines circling the Near East.
A beginning has been made toward a coordinated American program of assistance for the development of regional air transport in this area. FOA has established an Air Staff and is currently engaged in efforts to work out management contracts between American carriers and DHY, the Turkish carrier, increased assistance to Iran Air, and a management contract with Pakistan International Airlines. Discussions have also been had relative to the negotiation of a management contract between TWA and MISR Air in Egypt, support for loan assistance to Ethiopian Airlines, and the establishment of a regional heavy aircraft overhaul base at Beirut, together with a regional aeronautical training school.
Air Rights
The situation with respect to U.S. air rights in this area is relatively stable and satisfactory. An air agreement with Iran is under negotiation. The most difficult problem had been in Iraq, where, after eight years we have not succeeded in obtaining an agreement without a prohibition on fifth freedom rights between Baghdad and other points on PAA’s routes. Capacity problems of a serious nature have not arisen under existing agreements to date.
- Francis O. Allen.↩