BASIC AIR STUDY - FRANCE

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-01617A004200040002-9
• Release Decision: RIFPUB
• Original Classification: S
• Document Page Count: 16
• Document Creation Date: December 27, 2016
• Document Release Date: August 19, 2013
• Sequence Number: 2
• Content Type: REPORT

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BASIC AIR STUDY ? FRANCE
OUTLINE
French Civil Air Policy
Governmental Organization and Civil Aviation
Government Activities in Connection with Civil Aviation
Air Transport Companies
) Statistics on Air France
) International Routes Flown
) International Carriers Operating in France.
) French Air Facilities
Bilateral Agreements Cdncluded by France
Aeronautical Industry, Research and Education
French Aircraft Production
Aeronautical Research
Aeronautical Education
Document No. 0
NO CHANGE in Class. ?[3 _
NO'DECLASSIFIED ?
telass. CHANGED TO 'TS S
DDA MSO, 4 Apr 77
Auth: DDA REG. 77 1763
Date: 0 9 FEB 197813y:
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I. French Civil Air Policies
Civil aviation in France is regarded as an instrument of national policy,
an instrument over which the government exercises complete control. The
extent of this control is reflected in the nationalization ofthe principal
French air carrier (Air France), and the major manufacturers of aeronautical
equipment. The external air policy of France has been patterned after that
pf the US in that the nation's bilateral air agreements have been based larAely
on the principles established by the US and UK at Bermuda in February 1946. UO
France took part in the Chicago Convention of 1944, and has been an active
member of the ICAO. Air France is a member of the IATA.
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II. Governmental Organization and Civil Aviation
A. Governmental Organs:
National Assembly (Supreme Transport Council);
Ministry of Public Works and Transports (Secretary General
for Civil Aviation);
Ministry of Foreign Affairs;
Ministry of National Education;
Office Francais d'Exportation de Materiaux Aeronautiques (OFEMA);
Air Ministry
B. Functions of Above Bodies:
National Assembly -- shapes aviation policy through legislation,
and implements that policy through appropriations.
Ministry of Public Works and Transports -- is responsible through
the Secretary General for Civil Aviation for policy-making, the
economic and safety control of civil air transport, both scheduled
and non-scheduled private flying, and in cooperation with the Air
Ministry, is responsible for aircraft procurement for Air France.
The Ministry of Transport is also responsible for the construction
of airports and the installation and operation of communication
facilities.
Supreme Transportation Advisory-Board -- was established by
the National Assembly in August 1947. The Board is established
under the Minister of Public Works and Transport, advising the
latter on all transportation matters as well as making recommen-
dations on its own initiative. The Board's immediate mission is
to present, within one year, plans for the coordination of rail,
highway, inland waterway, air and ocean transportation. The
Supreme Transportation Advisory Board consists of 69 members, in-
cluding representatives from various government agencies, members
of Parliament, specialists from the large transport organizations,
employee representatives from the operating companies and public
organizations such as tourist travel agencies. Seven permanent
commissions are established under the Board, charged with examin-
ing questions of transport coordination.
The Ministry of Foreign Affairs -- deals with all civil aviation
questions involving relations with foreign countries.
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The Ministry of National Education -- controls the State schools
offering aeronautical training.
The Air Ministry -- is responsible for the aircraft manufacturing
industry and directs research activities and aeronautical educa-
tion.
The OFEMA -- is responsible for promotion of export sales of
aeronautical equipment.
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Government Activities in Connection with Civil Aviation'
Activities undertaken by the French Government in connection with civil
aviation include the following: (1) training of civilian pilots, navigators
and other technical personnel at flight and ground schools (but only in
sufficient numbers to satisfy the needs of the "chosen instrument, Air France);
(2) training of personnel in airport management and traffic control techniques
(US technicians have supervised such training in the past); (3) rate making,
based largely on economic and competitive considerations (rates on inter-
national routes are fixed with .due regard for the minima established by the
International Air Traffic Association); (4) promulgation of safety rules and
regulations (patterned largely after ICAO recommendations); (5) establishment
of standards for theinspection of equipment and personnel (now confoiming with
ICAO standards), and the conducting of accident investigations; (6) setting up
of airport traffic control and communications regulations; .(7) examining the
operating and financial statistics of Air France, and collecting reports pre- ?
scribed by the ICAO; such reports are submitted to the Secretary General Where
they are coordinated and 'utilized in the shaping of new policies and the
modification of existing regulations; (8) awarding of airline routes by the
Secretariat General, all major routes being awarded to Air France and secondary
routes being granted to private operators on much the same basis as the CAB
determines route allocations in the US. (It should be noted that Air France
is required to operate certain Empire and national prestige routes which are
not economic and which the company's management might well prefer to discon-
tinue); (9) subsidation of Air France to the extent of making up the di f rence
between the company's operating expenses and its total revenue income. 3
'I ?
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III Air Transport Companies
Scheduled air transport, except for secondary lines, is performed by the
government-controlled corporation, Air France. The corporation was national-
ized as of September 1944 by an ordinance which legalized the transfer of Air
France stock ownership to the State. The government owns 60% of the capital
stock, 35.74% is owned by government subdivisions, corporations and associa-
tions, and foreign interests control the remaining 4.26% of ths corporation's (,,,D
capital stock (this 4.26% held in its entirety by the Czechoslovak Government):'
The government pro-motes the development of Air France's services through the
granting of subsidies when necessary to meet deficits. This development is
promoted to the extent required by Empire considerations, national prestige,
and (on self-sustaining routes) by existing traffic demands. On occasion,
the Minister of Transport has restrained expansionist tendencies on the part
of Air France until convinced that tin organization has gained sufficient
experience to assume the increased service in a safe and satisfactory manner.
Non-scheduled air carriers are not financially supported in anyway by
the government. Such private operators must secure permits from tin Secretary
General for Civil Aviation, end are permitted to operate as long as their ser-
vices are not in conflict with the best interestsoof Air France. In most
cases such permits are subject to cancellation on short notice. (.?.)
212.41110A44-6G17-7*.-teLd4., CuZ
Air France and seven independent French airlines have organized to coordinaVe air
transport services and timetables in the French Union, and to establish staxidardf
passenger fares on services which will be rated as luxury-class, first-clas4,An
second-class or tourist. The airlines represented in ATM' (Accord de Cooperation:
entre Transporteurs Aerien de l'Union Francaise) are: Air France, TAI, UAT, *r.
Marod Air Transport Aero Maritime, Air Atlas, and Tunis Air (6-89)
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Air France Statistics: 1947 CO
Air France flew 20,194,600 miles over its 132,041 miles long route
network against 14,664,400 miles in 1946.
Passengers
428,000
Freight, lbs.
15,718,900
Mail, lbs.
11,089,300
Passenger - miles
375,743,000
Ton - miles, mail and freight
9,772,200
Utilization rose from 78% (1938: 58.4%) to 79%. At end 1947, Air France had
a flying staff of 946 and a ground staff of 8,646.
The following information is contained in "Societe Nationale Air France"
included in the subsequent pages of this report:
Brief History of Air France
Economic Analysis of Territory Served
Routes Flown, Frequencies, Route Miles
Connecting Airlines
Competing Airlines
Tariffs
Personnel
Flight Equipment
Safety Record
Flight Statistics
Traffic Statistics
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International Routes
Air France developed considerably its network of airlines during 1947; it
now covers 212,595 km., connecting 160 different stages, located in 73 differ-
ent countries. In, analyzing the network of Air France, a certain functional
division of routes can be noted; these routes may be broken down into the
following networks:
(1) European network includes the French domestic system, and the
routes which link important French cities with the capitols of
the principal European countries;
(2) North African network Which ii based at Algiers and has two
categories of airlines: (a) a transversal line from Morocco to
Egypt via Casablanca, Oran, Algiers, Bane, Tunis, and Tripoli;
and (b) the direct liasons with Tangier and the large commercial
.eities of Southern Europe;
(3)
Central African network, based at Dakar, covers the vast terri-
tories of West and Equatorial Africa with its 32,000 km. of
lines;
(4) Madagascar network includes 35 stages over a territory about the
size of Metropolitan France;
'(5)
(6)
0 (7)
Far-Eastern network based in French Indo China and providing
direct connections with China, Thailand, and Malaya;
Central American netwcrk, based at Martinique, and providing
connections with Guadeloupe, Trinidad, French Guiana, Columbia,
and Venezuela;
Inter-Colonial and Inter-Continental network which provides
Paris with long-distance connections with the centers of the
French Union and foreign capitols located mitside the European
Continent.
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International Carriers Operating Into France (1.3)
BEA (British)
DNL (Norwegian)
SABENA (Belgian)
SWISSAIR (Switzerland)
CSA (Czechoslovakia)
PAA( (US)
TWA(
(:) AER LINGUS (Irish)
KLM (Dutch)
ABA (Swedish)
DDL (Danish)
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French Air Fabilities ?
Civil airport development is the joint responsibility of the Direction des
Bases of the Secretariat General for Civil Aviation and the Bureau des Fonts et
Chaussees of the Ministry of Public Works and Transport. The extent of airport
development is limrtpd to such provisions as are made in the government budget
for this purpose. W
Navigation facilities are installed and operated by theDirection de la
Navigation Aerienne of the Secretariat General for Civil Aviation. These
activities depend on budgetary considerations and the availability of foreign
exchange (most navigational aids and radio communication equipment must be
purchased abroad). Q.)
France has assumed the control and operation of many navigation, communi-
cation and weather facilities established by. the US on French territory during
World War II. The transfer of the control and operation of such facilitips
was agreed to in a US-French Air Service Agreement signed 18 June 1946. ka)
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IV Bilateral Agreements. Concluded by France
Bermuda Type:
United States
Turkey
Brazil
Ireland
United Kingdom
Greece
India
S'uAkz4-,-
Temporary Arrangements:
Iran
Iraq
Italy
Poland
Philippines
Denmark.
Egypt
China
tray.
Division of Traffic Type:
Mar. 27, 1946
Oct. 12, 1946
Jan. 27, 1947
May 16, 1946
Feb. 26, 1946
May 5, 1947
July 16, 1947
1- 411 et-
Portugal April 30, 1946
Inter-Company Type:
USSR a ? ,-
D - Atha,
Other
Belgium
Unknown:
Rumania
-Sweden
Czechoslovakia
Switzerland
09-4444-10.,As
4) art *7
April 8, 1947
Augunt.2,-1.946.-
August 1, 1946
July 30, 1945
11 Noy 4.?
C 4-1
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V. Aeronautical Industry, Research and Education
C
French Aircraft Production
The French Government nationalized the greater part of the aircraft manu-
facturing industry after the liberation of Paris in World War II. Therefore,
most production of aeronautical equipment is subject to direct government
control and financing through the budget. There remain but two outstanding
exceptions: the privately-owned Hispano-Swiza and Breguet Corporations. .(41)
Since the nationalization of the atstry after liberation, aircraft
production has been low and irregular? e French airplane producers have
been unable to supply the transport aircraft needed for the development and
expansion of the civil aviation industry. Air France, therefore, has been
forced to purchase in foreign markets needed aircraft and aeronautical equip-
ment. However, the shortage of foreign exchange (chiefly dollars) has
seriously curtailed the purchase of such foreign equipment, and it is the aim
of the government to develop domestic production to the point where it can
supply French needs. In this connection, Air France has ordered 45 Languedoc's;
these airplanes are now replacing the older American types in use on lines in,
Europe and North Africa. CLID
Reliance on US-built commercial aircraft during the interim period has
forced the French to manufacture out of necessity standard US replacement parts,
and thus unwittingly fit themselves, at least partially, into the US-UK
standardization program. (li)
There has been a considerable amount of criticism in France of the manner
in which the nationalized aviation industries have been directed. Premier
Ramadier in January 1947 named two government investigators, Marcel Pellene
and Albin Chalandon, to examine the status of France's aviation industry. The
findings of these investigators, when released in January 1948, created quite
a furor in the French press. The reports gave the following production figures
for the French aviation industry: (i,?0
1944 95
1945 1071
1946 1959
1947 1445
1948
0 800(predictions
1950 23(
The reports revealed that no commercial aircraft in France are equipped
with French engines; those equipped with American engines are no match for
those built in the US. Aircraft types produced were found inadequate for the
purpose for which they; were built. The Gnome-Rhone 14N engine, the report
added, stands up for only 35 or 40 hours of usage. The reasons iven for this
poor showing are: confused planning, attempting to do too many things at the
same time, lack of coordination of effort, constant revision of plans, mis-
management including poor administration, political proselytizing, overstaffing,
and finanOial mismanagement. (LE)
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However, neither investigator recommended denationalization of the industry.
Both reported that under Tillon's administration as Air Minieter, the old
management of the industry was replaced by Communists, and that two billion
francs were lost through duplicating supervision during this Communist turnover.
The drive for increased production disregarded all standards for quality and
economy. Some factories were overstaffed to the extent of 13 times the neces-
sary workmen, while still other factories were undermanned. It was found that
government factories took two to three times as long in man-hours to overhaul
an airplane as private industry. As increased costs developed, books were
balanced by increasing the price of delivery to the government, hence few
scandalous deficits developed. (.5..)
As a result of the above criticisms of the nationalized aircraft.minu-
facturing'industry, the government issued a decree February 7, 1948, which
established a "Committee For the Reorganization of the Aeronautical Industry".
This committee ws.p_te present its findings to the President of the'Council by
March 15, 1948. LA-0
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French Aeronautical Research
It is the policy of the French Government to promote aeronautical research
through government-controlled and financed institutions. The Service Technique
de l'aeronautique of the Air Ministry, and the recently created Office National
d'Etudes et de Recherches Aeronautiques (which enjoy a certain restricted
autonomy) are the principal organizations engaged in aeronautical research.
The extent of their activities depends on government appropriations. Much
tnt-
portance is attached to the development of aircraft prototypes, propulsion
units, guided missiles and helicopters rUi)
Private companies? such as -Brequet, are likewise working on new develop-
ments. Brequet has long been interested in helicopters, and at present is
receiving government assistance in the development of a large cargo prototype. (22)
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Flying Schools and Aeronautical Education
Private flying is virtually non-existent. Though private type aircraft
are produced in a limited quantity, they are Very expensive and do not compare
favorably with American types. The Aero Club de France, active before the mar
in promoting private flying, has had difficulty in reviving its activities due
largely to the lack of dollar exchange required to purchase light American
aircraft such as the 'Piper Cub. (18)
As mentioned before, the government undertakes the training of civilian
pilots, navigators and other technical personnel at flight and ground schools,
but only in sufficient numbers to satisfy the needs of the "chosen instrument",
Air France 1(111)
The government promotes aeronautical education to the extent possible
under budgetary limitations. The Ecole Polytechnique, and the Ecole Centrale
are state-supported and are the principal institutions giving instructions in
aeronautical engineering. (18)
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SOURCES
(1) ORE 68
(2) ORE 68
(3) ORE 68
(4) Societe Nationale Air France; Foreign Air Transpdt Division,
Economic Bureau, CAB, Sept. 24, 1947
(5) ORE 68 ?
(6) Interavia, Jan. 29, 1948, Feb. 24, 1948.
(7) WDGS, R-36-48; MA Paris, Jan. 15, 1948; B-2; Restricted.
(8) Air France, Timetables, Winter 1947/48.
(9) ORE 68_
(10 State 46658, Paris; November 14, 1946.
(11) ORE 68
(12) CMIN 1380, MA Paris, Jan. 6, 1947.
(13) WDGS, R-48-48, MA Paris, Jan. 19, 1948, B-2; Restricted.
(14) CMIN 2728, MA 16 Paris, Jan. 15, 1947.
(15) WOGS, R-85-48; MA Paris; Feb. 4, 1948; B-1; Confidential.
(16) State #231, Paris; Feb. 16, 1948 jUnch,cs +ea-
(17) ORE 68
(18) ORE 68
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