ROMANIA: A NEW MARKET FOR US HIGH-PERFORMANCE CIVIL AIRCRAFT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79T01098A000100070001-8
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 27
• Document Creation Date: November 16, 2016
• Document Release Date: February 28, 2000
• Sequence Number: 1
• Publication Date: May 1, 1973
• Content Type: REPORT

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Romania:
A New Market for US High-Performance Civil Aircraft
Confidential
ER RP 73-7
May 1973
Copy 36
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WARNING
This document contains information affecting the national
defense of the United States, within the meaning of Title
18, sections 793 and 794, of the US Code, as amended.
Its transmission or revelation of its contents to or re-
ceipt by an unauthorized person is prohibited by law.
Classified by 015319
Exempt from general
declassification schedule of E.O. 11652
exemption category 513(1),(2),(3)
Automatically declassified on
Date Impossible to Determine
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ROMANIA: A NEW MARKET FOR US
HIGH-PERFORMANCE CIVIL AIRCRAFT
Summary
1. In March 1973 the United States made its
initial penetration of the Warsaw Pact civil avia-
tion market with the sale of three Boeing 707s to
Romania for $45 million. Romania's national air-
line Transporturile Aeriene Romine, TAROM, will
use the 707s on its longer hauls, including its
anticipated new service to New York. Service to
New York may begin early in 1974, providing a US-
Romanian air agreement is concluded.
2. The 707 deal has opened the door for addi-
tional sales of US aircraft. The Boeing 727 is
high on the list as a technically superior aircraft
which meets Romanian needs for both scheduled and
charter international service. Moreover, the
initial Boeing sale has established a highly
acceptable financing precedent -- that is, a cash
downpayment of only 10%.
On this
basis, Romania
probably will purchase as many as seven 727s with-
in a year or two.
Note: Comments and queries regarding this publi-
cation are welcomed. They may be directed to
of the Office of Economic Research,
Code 143, Extension 7884.
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3. Among the airlines of Eastern Europe,
TAROM ranks midway between Czechoslovakia's CSA
and East Germany's Interf lug, but it is dwarfed by
most non-Communist international airlines. It
operates a summer schedule of 51 weekly flights
to 22 foreign cities over a route network of some
13,500 miles. More than one million passengers
were carried in 1972 on domestic and international
routes. Scheduled international service extends
from London to Algiers and Cairo, with most busi-
ness concentrated in Europe. The extensive
domestic service includes 265 weekly flights to
13 cities. Service is reduced markedly during
the winter, especially on domestic operations.
4. TAROM's present aircraft inventory is
inadequate to cope with its current passenger
volume, much less the expected 1975 traffic. Its
seven British BAC-111s are used exclusively on
international routes. Its obsolete Soviet-built
aircraft -- including IL-18s, AN-24s, IL-14s,
AN-2s, and LI-2s -- are generally confined to
domestic passenger and freight operations.
Romania made its initial move to add "state of
the art" aircraft by acquiring the BAC-111s in
1968. Subsequently, three long-range IL-62 jet
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aircraft were bought from the USSR, two of which
were delivered in April 1973.
5. Over the next few years TAROM is expected
to inaugurate service to Peking via South Asia in
addition to the anticipated New York service.
Discussion
Historical Perspective
6. Romania's civil
after World War II when
air
the
stock company Societatea de
Romano-Sovietica (TARS) was
control passed to Bucharest
operations started
joint Romanian-Soviet
Transporturi
established.
Aeriene
Full
in 1954, and the
Romanian national airline TAROM was formed to
handle domestic and international service. Almost
immediately, TAROM began laying the groundwork for
the expansion of service to countries in Western
Europe. Romania remained dependent on the USSR
for aircraft until the late 1960s.
7. After a decade of exclusively civilian
management, in 1965 several military officers were
given key positions
civilian mix lasted
airline was shifted
within the Ministry
in TAROM. This military-
until late in 1972, when the
from its traditional position
of Transportation to the
3
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Ministry of Defense, apparently in an effort to
improve operational efficiency. Even though mili-
tary officials are in nominal control, civilian
managers play an important part in mid-level
management and in day-to-day operations.
8. TAROM ranges in size and operations midway
between Czechoslovakia's CSA1 and East Germany's
Interflug among East European airlines. During
most of its history, TAROM has served more as an
economic and diplomatic link with selected coun-
tries rather than as a competitive international
carrier. Within five years after expanding service
to Western Europe from its existing network within
the Warsaw Pact area, TAROM was operating into most
of the capitals of Western Europe. Moreover, since
the early 1960s a few new routes have been added to
North Africa and the Middle East (see the map).
TAROM is the only Communist airline serving Israel.
TAROM belongs to the "Six Pool Agreement," an asso-
ciation formed by Warsaw Pact members in 1957 to
regulate intra-Communist civil air service, fares,
technical support, and the pooling and division of
revenues. In 1965, Romania became a member of the
International Civil Aviation Organization (ICAO).2
1. See ER RP 73-4, Czechoslovakia's International
Civil Airline, April 1973, FOR OFFICIAL USE ONLY.
2. Currently all the Warsaw Pact countries except
East Germany are members of ICAO.
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Romania: TAROM's International Route Network, May 1973
Copenhagen
Algiers
Moscow
Nicosia
Beirut
Tel Aviv
Romania: TAROM's Schedule of Flights, Summer 1973
To Non-Communist Countries
Route
Trip
Number
Flights
per Week
Type of
Aircraft
Bucharest-East Berlin-Copenhagen
201
2
BAC-111
Bucharest-Sofia-Athens
203
2
BAC-111
Bucharest-Brussels-London
205
2
BAC-111
Bucharest-Amsterdam-London
209
1
BAC-111
Bucharest-Paris
211
4
BAC-111
Bucharest-Vienna
213
5
BAC-111
Bucharest-Frankfurt
215
4
BAC-111
Bucharest-Istanbul
219
2
AN-24
Bucharest-Zurich-Algiers
223
1
BAC-111
Bucharest-Zurich
227
2
BAC-111
Bucharest-Prague-Amsterdam
229
1
BAC-111
Bucharest-Rome
235
2
BAC-111
Bucharest-Nicosia (1) - Beirut
239
2
BAC-111
Bucharest-Athens-Cairo
241
1
BAC411
Bucharest-Tel Aviv
245
5
BAC-111
To Communist Countries
Bucharest-Moscow
207
5
BAC-111
Bucharest-Sofia
208
1
AN-24
Bucharest-Budapest-Warsaw
225
2
BAC-111
Bucharest-Prague (1) -East Berlin
231
3
BAC-111
Bucharest-Budapest (2)-Prague
233
3
BAC-111
Bucharest-Warsaw
251
1
BAC-111
515955 5 73
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Fleet Inventory
9. Except for seven British BAC-111-400s used
exclusively for international service and two
recently delivered Soviet long-range jet IL-62s,
TAROM's aircraft inventory consists of obsolete
Soviet-built aircraft, most of which are more than
10 years old. Domestic routes are served by nine
turboprop AN-24s and 14 prop IL-14s. TAROM's 12
IL-18s -- the largest fleet outside the Soviet
Union -- serve as backup to the BAC-111s on the
international routes and handle most of the charter
and cargo flights. Small prop aircraft (6 LI-2s
and 10 AN-2s) round out TAROM's civil air fleet.
10. The mix in TAROM's civil air fleet inven-
tory and aircraft on order is unique among Warsaw
Pact countries, reflecting past ties with the
USSR and a more recent independent stance by
Bucharest in aviation matters. For more than a
decade following the establishment of an inde-
pendent TAROM service, Romania used only Soviet-
built aircraft. By the mid-1960s, however,
Bucharest was openly dissatisfied with the cost
and operational characteristics of these aircraft
and began investigating Western sources of high-
performance civil aircraft. In mid-1968, after
5
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2 years of evaluation, the Romanians purchased
six3 British Aircraft Corporation (BAC) medium-
range 111-400s for US $45 million. This purchase
marked Bucharest's entry into the modern era of
civil aviation. Moreover, it was the first ac-
quisition of Western jet aircraft by a Warsaw Pact
country. Romania, however, did not jettison its
ties with the USSR; in 1970 it ordered three IL-62s,
at that time the most modern high-performance long-
range civil aircraft produced by the Soviet Union.
The Boeing Deal
11. Even before the IL-62s were delivered,
Romania apparently was having second thoughts
about the operational effectiveness of these air-
craft, which had been involved in a number of
crashes. Consequently, Bucharest initiated negotia-
tions with Boeing in 1972 for the 707 jet airliner
and signed up for three in March 1973 at a total
cost of about $45 million. Romania thus became
the first Warsaw Pact country to purchase high-
performance US jet civil aircraft for its civil
air fleet. The first of the 707s is scheduled for
3. In late 1971 and early 1972, TAROM acquired two
used BAC-111s, one directly from American Airlines
and the other through the British Aircraft Corpora-
tion, previously in service with Philippines Air-
lines.
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delivery in February 1974; the other two in May
and June. Two of the aircraft will be in a pas-
senger configuration; the remaining one is sched-
uled for President Ceausescu's personal use.
Romania's initiative in purchasing the IL-62s and
the 707s clearly was keyed to the anticipated
opening of long-haul service to Peking and New
York.
12. The 707 sale may be a precursor of addi-
tional sales of US civil aircraft to Romania.
Romanian officials have already expressed interest
in acquiring as many as seven medium-range 727-
200s to replace the BAC-111s now used on almost
all of TAROM's international routes. The 727 is
well-suited to Romania's needs, both on scheduled
services and on extensive charter operations. It
can carry up to 189 passengers in a tourist con-
figuration and is one of the most popular aircraft
on the market today.
13. The financing package, which was one of
the key factors in closing the 707 deal, should
facilitate future US sales. Boeing was able to
arrange 10-year loans of about $20 million each
by the Export-Import Bank and Morgan Guaranty
Trust Co., leaving only a 10% cash outlay for
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Romania. Bucharest's longstanding shortage of
hard currency has made it almost impossible to
undertake cash payment for aircraft. The only
avenues open have been to buy Western aircraft
under barter agreements or by arranging offset
financing through the sale of products in third
countries for the necessary hard currency. Such
arrangements were unacceptable to US aircraft
manufacturers in their earlier attempts to sell
Romania aircraft, although the British had accepted
offset financing arrangements in their sale of the
BAC-111s in 1968. During the initial discussions,
Boeing also was willing to accept offset financing,
providing the price of the aircraft was raised 10%.
Bucharest demurred and opted for the current
arrangement.
14. Although the United States now has the in-
side track into the Romanian civil aviation market,
it can expect competition from other Western manu-
facturers. Indeed, any Western aircraft manufac-
turer willing to assist the Romanians in estab-
lishing indigenous aircraft manufacturing facili-
ties has a good opportunity for entry into the
market. Before its destruction in World War II,
Romania's small aircraft industry produced a variety
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of French, German, and Italian aircraft under
licensing arrangements. For more than two decades
after the war, little was done to rebuild the in-
dustry because Romania lacked the resources. The
first major move in this direction was made in
1968 as part of the BAC-111 deal that provided for
assembly in Romania of some 210 twin-engine ten-
passenger Britten-Norman Islander aircraft. The
Romanians have been producing about one aircraft
per week since 1970 using parts imported from
England. The completed aircraft are returned to
Britain and sold on the world market by the Britten-
Norman Company for about $100,000 each -- substan-
tially below the prices of comparable aircraft pro-
duced in the United States. Both parties have been
quite satisfied with the arrangements thus far.
15. Romania apparently now has its sights set
on manufacturing more sophisticated aircraft. In
conversations with Boeing officials, President
Ceausescu mentioned the possibility of Romania
building a medium-range jet aircraft for TAROM
that also had export potential.
TAROM's Current Operations
16. TAROM's international route network
radiating from Bucharest extends some 13,500
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unduplicated miles from London to Moscow and from
Scandinavia to Cairo. The airline serves all the
Warsaw Pact countries, and 16 non-Communist coun-
tries with 51 weekly international flights, two-
thirds of which are to non-Communist countries
(see the map). Most service is concentrated in
Western Europe. There are five weekly flights to
Israel. Five of the 15 weekly flights within the
Warsaw Pact operate to Moscow with the remainder
split about evenly among Budapest, East Berlin,
Prague, Sofia, and Warsaw. As for domestic opera-
tions, TAROM operates 265 weekly flights to 13
cities.
New Agreements and Service
17. Romania, which has been adding non-European
routes at a conservative pace, has been preparing
for future expansion. Six new air agreements have
been signed since 1968: the Central African
Republic and the United Kingdom in 1970, Morocco
and Finland in 1971, and Burma and the People's
Republic of China (PRC) in 1972 (see Table 1).
18. Concurrent with an increase in frequency
of flights to Western Europe during the past three
years, TAROM has also inaugurated service to three
additional non-Communist countries -- Algeria,
10
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Table 1
Romania: Civil Air Agreements with Non-Communist
Countries and Yugoslavia as of May 19731
Country
Year
Country
Year
Austria
1958
Lebanon
1967
Belgium
1956
Morocco
1971
Burma
1972
Netherlands
1957
Central African
Norway
1958
Republic
1970
Sweden
1957
Denmark
1958
Switzerland
1960
Egypt
1958
Turkey
1965
Finland
1971
United Kingdom
1970
France
1962
West Germany
19612
Ghana
1962
Yugoslavia
1959
Greece
1960
Israel
1968
Italy
19652
1. Romania also has longstanding air agreements with all the Warsaw Pact coun-
tries and a newly signed air accord with the PRC ? signed in April 1972.
2. Provisional agreement.
Cyprus, and the Netherlands. Each was added as
an integral part of existing routes. For example,
flights to Amsterdam began in 1970 as an extension
of service to Prague. About a year later, Nicosia
was made an intermediate stop on flights to Beirut,
based on a provisional landing right agreement.
TAROM's newest service to Algiers is an extension
of its Zurich route.
Bucharest-New York Service
19. The most important new TAROM service in
the future will be Bucharest-New York flights.
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The Romanians would like to begin this operation
in April 1974, but inauguration of service will
require further negotiations and the signing of a
US-Romanian bilateral air agreement. Earlier
talks, held in 1968, foundered because of Bucha-
rest's refusal to ease restrictions on US commer-
cial civil aviation rights in Romania. Nonethe-
less, because of a desire to spur tourism, Pan Am
was permitted to begin a unilateral New York-
Bucharest service in 1970. Pan Am has operated
twice-weekly service to Bucharest for the past 2
years. Romanian officials are expected to request
talks with the United States this fall and may sign
an agreement similar to US agreements with Czecho-
slovakia and Poland completed in 1969 and 1972,
respectively.
Bucharest-Peking Service
20. Even before New York flights begin, TAROM
. 4
is expected to inaugurate a Bucharest-Peking serv-
ice, perhaps by the fall of 1973. The Romanian-
PRC air agreement signed in April 1972 would be
the basis for this link. A joint service by TAROM
and CAAC -- China's civil airline -- has been dis-
cussed, with each airline operating on alternate
4. See ER IM 72-164, China: Expanding Horizons
for International Air Service, November 1972,
SECRET/NO FOREIGN DISSEM.
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weeks. In recent months the Chinese have high-
lighted their desire to begin flights to Eastern
Europe, including Yugoslavia, by opening a CAAC
information office in Tirana and by operating a
series of test flights using their IL-62 aircraft
into Bucharest, Tirana, and Belgrade.
Passenger Traffic and Airports
21. Domestic and international air traffic has
more than tripled in the past decade, reaching an
estimated 1.1 million passengers in 1972 (see
Table 2). Even though substantial gains have been
Table 2
Romania: TAROM's Passenger Carriage
Thousand Passengers
Scheduled Service Percent of Total
Domestic
International
Total
Charter
Service 1
Total
Scheduled
Charter
19722
298
196
494
655
1,149
43
57
1971
235
194
429
528
957
45
55
1970
291
162
453
396
849
53
47
1965
147
78
225
146
371
61
39
1963
214
51
265
1002
3652
732
272
1. More than 75% of charter operations are in international service, mostly within Europe.
2. Estimated.
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recorded in scheduled service, by far the greatest
growth has occurred in TAROM's extensive charter
operations. Indeed, charter service now accounts
for some 60% of TAROM's total passenger carriage,
compared with some 40% eight years ago. More than
75% of TAROM's charter operations are international
service, mostly within Europe. Scandinavian and
West German tourists traveling to Romania's Black
Sea resorts account for much of the charter traffic.
22. In order to accommodate existing and ex-
pected growth in service, airport facilities have
been upgraded throughout the country, particularly
in the coastal resort areas. In 1970, Otopeni
Airport, outside of Bucharest, was opened to
civilian traffic and currently serves as Romania's
major international airport. It replaced Baneassa,
also in the Bucharest environs, which now handles
mostly domestic flights, but occasionally back-
stops Otopeni.
Air Safety
23. Early in the 1960s, TAROM had a series of
accidents which in part were responsible for changes
that included the assignment of several military
officers to key position in the organization in
1965. Since then, air safety has improved.
14
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Nonetheless, one of TAROM's newly acquired BAC-111s
crashed in 1970, killing 18 of the 27 passengers
on board. In another instance, a non-fatal crash
occurred in November 1971 involving an AN-24. B:oth
accidents took place
Prospects
24. The next three to five years will be marked
by the expansion of TAROM's international air serv-
ices, including both scheduled and charter opera-
tions. In addition to the opening of service to
New York and Peking, mentioned above, other likely
candidates include Tehran, Calcutta, Shanghai, and
eventually Tokyo. Over the longer term, TAROM may
also serve South America via Africa.
25. Because of the expansion of routes and the
desire to increase the frequency of service on
existing routes, Romania almost certainly will be
in the market for additional modern aircraft.
Although the purchase of a few more long-range jets
is expected, Romania's primary emphasis will be on
medium-range jets to meet the needs of both its
domestic routes and its shorter international
routes. Among available jets the medium-range
Boeing 727 and the medium- to longer-range Soviet
TU-154 are the prime contenders. The recent crash
under poor weather conditions.
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in Prague of a TU-154 has raised some doubt con-
cerning its safety. Nonetheless, Western observers
consider the aircraft to be generally sound, and
it is well suited for Romanian requirements.
26. The Boeing 727 would appear to be the
leading contender among the medium-range jets not
only because of its superior performance and
prestige but also because of the availability of
easy financing from US lenders. Negotiations no
doubt will be protracted. Even if Romania pro-
posed that Boeing set up an aircraft manufacturing
plant as a quid pro quo for aircraft sales, a
Boeing refusal probably would not torpedo the
talks. Eventually, Boeing might agree to set up
a spare parts manufacturing facility as an alter-
native to building a complete jet aircraft plant.
The company may even agree to assist in building
a plant for the fabrication of a smaller aircraft,
although it is not certain whether this would
satisfy Romania's desire to establish a broad-
based domestic aircraft industry. In any event,
Bucharest almost certainly would not ask the USSR
to set up a plant as an alternative to Boeing.
27. These additional sales to Romania would
add only a small amount to US civil aircraft
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exports, which totaled $2.9 billion in 1972. They
would nevertheless enhance prospects for sales to
other countries of Eastern Europe, a market long
monopolized by the USSR. Most of these countries
have become disenchanted with the performance and
economics of Soviet aircraft. Although no formal
discussions have been held, Poland and Hungary are
the most likely candidates to follow Romania in
straying from the fold. Penetration of the East
European market also could mean increased sales of
advanced airborne and ground support avionic sys-
tems, another area of lagging technology in Eastern
Europe.
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0A5A (a-lqDP79T01098A000100070001-8
4r Mr. John S. Meadows
").?, Director
Office of Aviation
Bureau of Economic Affairs
Department of State
Mr. Michael H. Styles
-1-1A Chief, Aviation Negotiations Division
4) Office of Aviation
Bureau of Economic Affairs
Department of State
'Mr. Henry Snowden
.1 Special Assistant to the Director of
Transportation and Communications
Bureau of Intelligence and Research
Department of State
Mr. Charles 0. Ca
Director
International ation Affairs
Federal Av n Agency
cite The Ho, orable obert D. Timm
Chair. an
Civil aeronautics oard
(4cMr. Charles F. Butler
Director
Bureau of International Affairs
Civil Aeronautics Board
1825 Connecticut Avenue, N. W.
(417 Mr. Rosario Scibilia
Deputy Director
Bureau of International Affairs
Civil Aeronautics Board
1825 Connecticut Ave. , N. W.
/
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RECORD OF REVIEW OF OER PUBLICATIONS FOR SECURITY/SANITIZATION APPROVAL
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BRANCH i/
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REMARKS
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2358 cgli.0",riEs PRE VIOU SECRET GROUP 1
FORM
4.70 Excluded from automatic
downgrading and declassification
(9-36-43)
/e?
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SECRET
PUBLICATIONS SOURCE SURVEY
USE OF INFORMATION FROM COLLECTION PROGRAMS IN FINISHED INTELLIGENCE
^ .
GENERAL INSTRUCTIONS
Rating forms will be completed for each finished intelligence publication prepared by the DD/I and DDS&T. This is a
machine-supported system and information must be gathered in a formatted fashion. Therefore, each analyst will complete
the NON-SHADED parts of section I and II of this form. Please type or print legibly. Questions should be directed to
IRS/I IRG, Room 20 40, x1631 (red) or x4273 (black).
SECTION I - PUBLICATION TITLE AND CONTENT
7884 or 7914 25X1A
CARD I_XXXXXXXXXXXX X XXXXXXXXXXXXXXXXX X XXX_XXXXXXXXXXXXXXYA XXXX3CXXXXXXXX
RECORD FOR OCI ONLY
SURVEY NO.
"116)
TYPE
(7-8)
0 I
24
Romania:
53
DATE PUBLISFIED
(9-12)
MOiiYR
PUBLICATION NUMBER
TITLE
(24-80)
CIB PUBLICATION DATE
(13-23) L.13-18L
MO j DAY YR
1-44711
7j3
IlL
A New Market for US High?Performance Civil Aircraft
80
52
CARD 2 XXXXXXXXXXX>b(XXXXXXXWX?XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX_XX
RECORD OFFICE (9-10)
SURVEY NO.
(1-6)
1 1 { ?
TOPICAL CATEGORY
TYPE
(7-8)
01 OCI
X
02 OER
03 OSR 04 OBGI L I 05 SRS
06 CRS
JOINT OFFICE (specify):
Domestic Politics
International Relations
Economics
Military
Science & Technology
Geography
Biography
LIST SPECIFIC COUNTRIES:
07
08 FMSAC
OSI
GEOGRAPHIC AREA CATEGORY
X
Romania
USSR
Eastern Europe
Communist China
Other Far East
Near East
South Asia
Africa
Latin America
Western Europe
TO BE COMPLETED BY IRS
REC TYPE TOPIC
(7-8) (11-12)
IM 3492
SECRET
J
AREA
(13-16)
E 28.3 leATTET CL BY 007622
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(1 0-13-43/
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SECRET
SECTION U - SOURCE RATINGS
For eadi collection program contributing information to the publication, check only the highest rating that is applicable.
More than one collection program may be rated as Key, Supplemental, or Incidental for each publicc.nion. If the source did not
provide any reporting useful in the publication, check the box labeled Not Applicable.
If a single publication treats more than one geographic area and/or topical category and the source mix for cad: varied
then additional forms must be completed; e.g. India?economics?State and Japan?economics?CS.
Rating categories are defined as follows:
Kev--information from a particular collcction program was of such importance that basic conclusions of the finished
intelligence item could not have been reached without it.
Supplemental?Information from a particular collection program was important but not essential to basic conclusions of
the finished intelligence item.
Incidental?Information from a particular collection program was useful or interesting primarily as background but was
used only incidentally in the finished intelligence item.
CARD COL
(17)?
(19)
(21)
(23)
(25)
(27)
(29)
(31)
(33)
(35)
(37)
(39)*
(401
(41)*
(43)*
(45)*
COLLECTION PROGRAMS
1. OVERHEAD IMAGERY
2. COMIN f
3. ELINT
4. TELEMETRY
5. RAD1NT
6. DEFECTOR RPTS (CSK'S)
7. CS REPORTS
8. STATE REPORTS
9. DOD REPORTS
10. DCS REPORTS
25X1 B
11. FBIS PRESS, RADIO & TV REPORTS
Translation of Foreign Lang. documents
1?. by FBIS, JPRS, etc.
13. Non.USIB Agency Rpts. (USIA, AID, other
such reports)
14. Open Literature (professional journals,
US wire ser., items, etc.)
15. OTHER
For {terns No. 12, 13, 14, and 15 specify source of reporting used.
(56-60)
I01 CIB
02 GH
63 64 (65-69)
TRANSLATIONS:
NON-USBAGia4a(S):
OPEN LITERATURE: Flight International
OTHER:
Li
03 GM
04 IM
DOCUMENT TYPE (o1-621
1 05 M
06 GR 07 IR
._
CLASSIFICATION: Confidential
CLASSIFICATION CONTROLS:
List CS Information Reports that were key or supplemental information sources:
NOTE: This space also should be used to list specific reports, other than CS, that were of exceptional value.
09 RA
10 Weekly Review-Spec Rpf
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