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The article presents political news briefs for the week of May 25, 1963. Racial tensions seem to have subsided in Montgomery, Alabama after a May 9 agreement to implement limited segregation. A new fare structure was negotiated between the United States and Great Britain for transatlantic passenger airplane flights. Steel manufacturing companies in the U.S. have filed a complaint with the U.S. Treasury Department's Tariff Commission stating that foreign steel companies are selling their steel products in the U.S. below fair market value.

The article reports on the dispute between U.S. carriers and foreign airlines over transatlantic flights. Foreign airlines are accused by U.S. carriers of getting more than their rightful share of international traffic, prompting them to call for stricter controls over routes. A petition was filed by Pan American World Airways and Trans World Airlines (TWA) at the Civil Aeronautics Board against an excessive amount of service provided by KLM Royal Dutch Airlines.

The article reports that the Oneworld alliance, slow to grow and only beginning to implement a hard-won, tightly regulated code-sharing agreement between its biggest transatlantic partners, has spent most of its nearly five years getting as much out of collaboration as it can. It still wants antitrust immunity comparable to that of its competitors, but how to achieve it isn't clear. The alliance will assimilate Swiss International Air Lines, its ninth member and the first addition in more than three years, during the first half of 2004.

The article discusses the development since the early 1990s of the approval of transatlantic alliances in the U.S. and Europe. It shows the commonalities of the legal philosophies imbedded in the systems and the differences in their application. The first phase of the Europe U.S. Open Aviation Agreement has reportedly been approved. This paves the way for a unified approach in approving and clearing or immunizing Europe-U.S. airline alliances with legal certainty in the spirit of the new transatlantic aviation environment.

The article commemorates the flight of aviator Charles Lindbergh from New York City to Paris, France, aboard the Spirit of Saint Louis. Lindbergh became popular in the twenties and was considered a hero during that time. His popularity was compared with baseball player Babe Ruth and writer F. Scott Fitzgerald.

The article profiles the Freelandia Air Travel Club which is owned by founder Ken Moss in the U.S. It states that Freelandia offers air travel services at low fares wherein Newark, New Jersey to Los Angeles, California only costs 69 dollars. It highlights the DC-8 jet transport leased by Freelandia from National Airlines Inc. with certification from the Federal Aviation Administration (FAA) which is used to render air travel services. It mentions that Freelandia offers a transatlantic flight from Los Angeles, California to Europe at only 169 dollars.

The article reports on the pricing war between U.S. airlines as a result of deregulation and the gradual demise of the U.S. Civil Aeronautics Board as of September 1980. Topics discussed include transcontinental routes, fuel-efficient planes, and long-haul scheduled carrier. Also mentioned are transcontinental coach fares and feeder for transatlantic flights.

The article focuses on the business planning of British airline operator Freddie Laker for a transatlantic air service Skytrain. It reports that Laker has proposed a low cost shuttle service between Great Britain and the U.S., through his three McDonnell Douglas DC10 airplanes. British Airways PLC and the U.S. airlines have opposed the proposal, as low rates of Skytrain might affect their business. Britain's Secretary of State for Trade, Peter Shore has said that Skytrain cannot be approved.

The article reports on the progress in international negotiations to resolve a dispute between the U.S. and Great Britain over transatlantic airline traffic. President Ronald Reagan made a peace offering to Prime Minister Margaret Thatcher by halting grand jury antitrust investigations against British and American airlines.

The article reports that American Export Airlines (A.E.A.) will introduce a new transatlantic air service between Lisbon, Portugal and New York City. It states that the company, operating under temporary certificates from the U.S. Civil Aeronautics Board (C.A.B.), will initially limit its operations to express and mail transportation on two round trips a month. Meanwhile, University of Arkansas researchers discovered so-called Vitamin M, which protects body from white and red cells reduction.

This section offers news briefs related to the U.S. aviation industry as of June 1928. Aviators in Europe are planning to embark on trans-Atlantic flights to the U.S. The American Motorless Aviation Club has invited German experts to teach Americans how to fly gliders. The Pennsylvania and Atchison railroads have been in talks with National Air Transport Inc. to combine their operations with air travel to shorten travel time during transcontinental trips.

Contends that the United States' attention and treatment of Charles Lindbergh after he made the first nonstop solo flight to Bourget Field in Paris, France have done more harm than good to Lindbergh. Activities that Lindbergh had to attend when his achievement generated publicity as an achievement by an American; Incident which showed how Lindbergh reacted to the attention given to him; How the treatment of Lindbergh restricts his activities and adventurous spirit; Contention that Reasons for the United States' interest in Lindbergh.

The article focuses on the success of the aviation business in the U.S. Interest in flying was brought up by the surge in transatlantic flights, and the most important item is commercial flying of various classes like taxi service, sightseeing, and exhibition flights. The New York City-San Francisco, California line, by way of Chicago, Illinois is the most important of existing airways. Meanwhile, government services provided to aviation include licensing of pilots and inspecting of airplanes.

The article reports on the growth of demands for ship and airline transatlantic travel for 1948 in the U.S. It states that domestic airlines lament that the most significant effect of the travel boom may be an entrenchment of foreign airlines. It highlights the booking situation of transatlantic carrier lines and for the airlines. It mentions that while transatlantic travel is wrestling with the problem of boom demands, domestic travel industry has knocked off reservations.

The article focuses on the trends in the foreign tourism by Americans. Reportedly, 9 million to 10 million Americans are planning foreign travel in 1956. It reports that 13 transatlantic airlines are planning to increase their seat capacity on flights to Europe by 20 percent. The U.S. shiplines have estimated an increase of 50,000 passengers on transatlantic routes in 1956.

The article describes the response of British executives to the lifting of the ban of flights from Great Britain in the U.S. on November 8, 2021 which was introduced by U.S. President Donald Trump's administration in March 2020. Topics covered include the failure of director Wendy Morgan to attend the premiere of her directorial feature debut "Mercy" in Los Angeles, the value of video platforms during the COVID-19 pandemic and the executives views on the environmental effect of air travel.

The article discusses terrorist attacks in the U.S. Since the September 11, 2001 terrorist attack there have been three terrorist attempts on transatlantic flights, the latest occurring on Northwest Airlines Flight 253 on December 25, 2009. The security system in place at airlines has failed to keep operatives of the terrorist group al-Qaeda off of planes as well as failed to keep weapons off of planes.

The article reports on the controversial effects of U.S. President Jimmy Carter's order to give permission for new direct transatlantic flights to Europe starting from eleven U.S. cities. It mentions that Carter had followed the recommendation of Civil Aeronautics Board (CAB), but had made two key alterations on the flight of National Airlines Inc. and Pan American World Airways Inc. (Pan Am). It cites that Carter's decision has made CAB Chairman Alfred Kahn to consider quitting on the spot, but decided to stay after thinking about it for 24 hours. It notes that the decision hurts Pan Am as it lost most of its international routes, and it has no domestic service to supplement its foreign business.

The article presents the issue of the feisty Englishman, Freddie Laker, who exceeded in the aviation industry by forcing transatlantic fares lower than major airlines in the U.S. It mentions that in June 1977, Laker had won the approval of the U.S. President James Earl Carter's administration to offer round-trip flights between New York City and London, England on his 13-jet Laker Airways for 236 dollars starting September 26, 1977. It adds that the six major airlines, which include Pan American Airways Corp., British Airways PLC, and Air-India Ltd., have countered with a cut-rate transatlantic fare of their own for 256 dollars and will offer free meals on flights.

The article reports on the temporary approval of the Civil Aeronautics Board (CAB) on the swap of transpacific and transatlantic air routes between Trans World Airlines and Pan American World Airways. CAB assumes that both carriers want the efficiency of trade as both credit swap improving the international operation. Moreover, the court anticipates that CAB will issue a decision on major transatlantic route restructuring.

The article focuses on the improbability for foreign air traffic controllers to organize or sustain boycott forcing President Ronald Reagan to rehire 12,000 striking members of the Professional Air Traffic Controllers Organization (PATCO) in the U.S. Foreign controller's unions are likely to propose boycotts on transatlantic but it is unlikely that they will muster enough support to stop all traffic. It cites on leverage which is another factor that argues against a concerted worldwide boycott.

The article discusses developments concerning aviation as of January 1, 1931 including a squadron of Italian planes flying from Italy to Brazil, conflicting reports about the journey of the DO-X airplane across the Atlantic Ocean, and the depletion of commercial airplane stocks in the U.S.

This section offers news briefs concerning the U.S. business sector as of June 5, 1965. Bell Aerosystems Co. launched a Tri-Service X-22A research vertical and/or short take-off and landing (V/STOL) aircraft. The Supreme Court decided that the underground gas from wells owned by interstate pipeline companies is still subject to Federal Power Commission (FPC) regulations. The deal to ban visual entertainment on transatlantic flights proposed by the International Air Transport Association (IATA) has been rejected by the Civil Aeronautics Board (CAB).

The article reports on the delay of finalizing airlines' agreement to ban the showing of movies on transatlantic flights by the Civil Aeronautics Board (CAB). The International Air Transport Association (IATA) has presented the result of its survey prohibiting the showing of movies on April 13, 1965. However, CAB said that it can only process petitions from interested parties not favor of banning movies on May 13, 1965, thus nullifying the IATA agreement. The main factor that added to the problem is the difficulty of removing the movies simultaneously.

The article reports on the proposal from British Overseas Airways Corp., Lufthansa, Alitalia and Olympic Airways SA for new low fares for transatlantic flights between the U.S. and Europe. However, it notes that the proposal to charge only $179 for a New York-London round trip during the off season, and $290 during July has experienced a downdraft as the U.S. Civil Aeronautics Board (CAB) turned it down. On the other, the CAB's decision was welcomed by the U.S. transatlantic carriers, Pan American, Trans World Airlines Inc. (TWA) and National Airlines Inc., which contend that they cannot compete with the fares proposed by the subsidized European airline companies.

The article focuses on transatlantic charter flights that are violating charter group regulations. The British government started the tough enforcement of charter rules requiring airlines to submit details of groups that will be transported more than 2,250 nautical miles, three months in advance. It notes that the U.S. Civil Aeronautics Board are checking advertisements for cut-rate travel fares to Europe and has restrained the Club International of Seattle and Atlantis Airways from violating rules on charter ticketing.

The article reports on the tentative approval released by the U.S. Department of Transportation for the transatlantic joint venture between American Airlines and British Airways (BA). According to the tentative decision of Transportation Department, the joint venture can continue, if American and BA divest four daily slot pairs at Heathrow Airport in London, England for rival transatlantic flights. According to industry observers, the four-slot penalty is a somewhat low price to pay for the approval of the U.S.

The article reports on the obstacles facing U.S. and European Union (EU) negotiators in their quest for a full open skies agreement that would allow opportunities for transatlantic flights and an open aviation market. A significant problem considered is the easing of U.S. foreign-ownership and Fly America restrictions to give European carriers access to the U.S. governmental-travel market. Other cited barriers are traffic rights and seventh-freedom cargo operations. The U.S. and EU are still on the stages of negotiating the terms of the deal.

The article reports on the plan of Air France-KLM to transform a number of short-haul slots at London's Heathrow Airport into transatlantic services in a bid to gain a foothold in the lucrative British and U.S. market. The move will involve U.S. partners of the Air France-led SkyTeam, Delta and Northwest, which plan to pool the new routes via a joint venture agreement with Air France-KLM to replace existing ad-hoc code-sharing arrangements with a setup in which all airlines share costs, revenues and decision-making.

The article reports on the Atlantic Interoperability Initiative to Reduce Emissions (AIRE) of the FAA and European Commission (EC). It says that this initiative is aimed at cutting 1 ton of carbon dioxide (CO2) on each transatlantic flight. According to the article, a variety of techniques to reduce emissions will be explored for use in different phases of flight, including pre-taxi, climb, cruise and descent.

This article reports that the first stage of a 26-nation transatlantic aviation agreement, concluded on November 18 by negotiators from the U.S. and the European Union, creates provocative uncertainties on key policy issues and faces pockets of skepticism on both continents. The agreement, reached after more than two years of talks that often seemed to be dead in the water, would create what amounts to an open-skies-plus regime between the U.S. and all 25 nations of the European Union (EU). In the new regime, any U.S. airline would be able to operate to any EU destination, and any point in the U.S. would be open to any European carrier from anywhere in Europe. Airlines would not be limited in their decisions on capacity, frequency, aircraft types or pricing.

This article reports that planned talks in Washington next month are expected to determine the climate for transatlantic commercial air-transport relationships for the foreseeable future. Last week's resumption of open skies talks in Brussels between the U.S. and the European Union has air transport industry officials hopeful that relations between the two will lead to more positive spirit on a broader level, but significant concerns remain on both sides about what is achievable. Geert Goeteyn, an attorney at Howrey law firm in Brussels, said that the U.S. has signaled its willingness to broaden talks to topics such as state aid, and that's a positive sign an agreement can be reached. A limited technical agreement was expected to be announced late last week at the conclusion of the first round of talks, according to U.S. and European officials.

The author offers opinions on airline industry deregulation. The administration of U.S. President Barack Obama is urged to approve the application of low-cost airline Norwegian Air to offer transatlantic flights from airports in Europe to U.S. cities which do not currently have such service. It is stated that opposition to Norwegian's application by airline alliances stems from their near monopoly on transatlantic flights.

Focuses on the decline of domestic airfares in the U.S. resulting from the need to simplify transatlantic airfares as part of a pricing strategy. Failure of the attempt of American Airlines to raise airfare that garnered only a partial competitive match; Views of Robert Mann of airline industry consulting firm R.W. Mann & Co., on the need for airline carriers to increase fares; Pricing structure initiated by Aer Lingus resulting to lower fares for business class bookings.

Reports preparations made by US Airways for its transatlantic operations. Addition of A330-300 airplanes for use in the transatlantic routes; Accommodations provided in US Airways service class; Facilities in the airlines for transatlantic routes.

The article reports on the preparation of British Airways for its transatlantic service between New York and continental Europe to start in June 2008. The service is being branded as an OpenSkies airline, after having being developed under the name of Project Lauren, to reflect the U.S.-European Union agreement that is allowing the route freedom. British Airways had been weighing several destinations, but Paris has long been viewed as the front-runner.

The article offers views on the transatlantic open aviation agreement between the U.S. and European Union (EU). According to the author, the liberalization of access restrictions on the U.S.-EU negotiations would create reciprocal compromise proposals which could either be one-sided. He asserts that the removal of market restrictions would involve cabotage which U.S. airlines and their workers oppose.

The article discusses issues related to the attempt of the U.S. and the European Union to liberalize transatlantic aviation. According to the article, the plan foundered on the U.S. Transportation Department's inability to win industry and congressional support for relaxing rules on foreign ownership and control of U.S. airlines. In 2007, the plan will hinge on U.S. a franchising concept by which a U.S. carrier could operate as a franchisee of a European airline.

This article presents information on a survey related to U.S. airlines and their transatlantic operations. The continued strengthening of transatlantic yields has attracted carriers on both sides of the ocean to enlarge their capacity. The survey found that U.S. carriers account for 37% of seats from the U.S. to Europe, Africa and the Middle East. Delta Airlines Inc. is the largest transatlantic carrier, measured by departures and available seat followed by British Airways and Lufthansa.

This article reports that entrenched rules governing transatlantic airline operations could be shaken up if a European investor took a significant stake in a struggling U.S. carrier, argue industry executives at the recent Phoenix aviation symposium. However, negotiations between the U.S. and EU stalled last year, after the European side rejected what it considered to be a mere open skies proposal. The European Commission wants to create an open aviation area to replace the current bilaterals between the U.S. and its member states. The pact would also regulate airline ownership matters. Establishing mutually agreed upon safety rules is another agenda item.

The U.S. Airways took— and survived— a big chance in 2003, a dramatic expansion of its international flying when most U.S. competitors were pulling down their overseas service. The Arlington, Virginia based carrier built up capacity in its transatlantic and Caribbean markets by 12.1 percent during the year, in which it emerged from Chapter 11 bankruptcy protection and it found enough passengers for an 11.6 percent increase in traffic. Its load factor in international service fell but the drop was just enough so that the routes remained profitable.

The article emphasizes that transatlantic cooperation on defense assets is essential for mutual protection. Recently, the defense leaders of France, Germany and Great Britain met at the European Union intergovernmental conference to contemplate creating a stronger and more independent defense structure for defense execution and procurement. In Congress, a "Buy America" provision was removed from the defense authorization bill at the last minute, but it hardly spells the end of protectionist sentiment in the U.S. It seems ironic that European nations and the U.S. go to such great lengths to deter foreign competition on a sovereign defense contract, but expect to be considered on equal terms when they themselves are competing for a role on a foreign program.

Editorial. Suggests that U.S. and European governments should be realistic about transatlantic alliance and aerospace politics. Reasons why both the governments need to reexamine their assumptions; Instances which demonstrate that U.S. government market is more closed to Europe than vice versa; Steps taken by American, French and German leaders to make aerospace relations between the countries cordial.