Under This Air Service Agreement Airfares Are Subject To Double Approval

secondary pricing mechanism by which aviation authorities or contracting parties are required to negotiate and agree on a tariff when the original air transport mechanism, including the fare authorization procedure, fails to reach an agreement on a tariff. It concerns the failure of airline consultations and the refusal of one or both authorities. A dual method of authorisation for which the authorization of the aviation authorities can be granted expressly or tacitly. This “double” or “double” method of authorization requires the approval of tariffs or collective agreements by both parties before these tariffs can enter into force. Express authorization is proven by the use of “must,” “must” or “must,” and a tacit authorization is, for example, “expressly consenting” or by a statement that the tariff is considered approved if neither party has notified or expressed its refusal within a specified period of time. Allows a designated airline to perform its own ground-handling assistance or to choose, after its choice, its own ground-handling assistance agent in the territory of the other party. In addition, the provision could include a stopover assistance agreement between the airlines or the parties themselves. May also be part of a technical maintenance provision, although a technical maintenance clause does not necessarily cover stopover assistance. Tariff clauses in bilateral agreements are very different in terms of coverage, phraseology and detail. The tariff clause presented here includes four main sub-headings: scope, customs authorisation, tariff setting and tariff control. This format identifies the essential elements of the more “traditional” regimes as well as the main new types of collective agreements. Requirements for capacity, frequencies, schedules and/or administrative authorization schedules. This requirement is the most common and may indicate its presence with other characteristics, but it may also be found among other types of capacity regimes.

It may be part of the capacity clause, but is more often separated or included in the route plan. This element can cover a period and is considered to exist, even if it only relates to capacity increases. indicates that traffic points or points in addition to points exchanged by the parties are allowed. They may be optional, must be appointed or agreed between the parties. Often, an agreement provides that an additional point or points can be selected or named for routes agreed by one or both parties. It may apply to points of origin, intermediate points, points of arrival or beyond, but must apply to traffic points and not just technical stops to be included. Unscheduled tariffs or prices may be found in the existing tariff provision where an agreement includes both line and service agreements, or can be taken into account in a separate provision, such as. B, which relates exclusively to operations. In the latter case, controls should not be as detailed as procedures for regular service rates and can only be price monitoring.

When using this database, a provision should be made that the omission of points along the route by the designated airline is permitted with or without the permission of the other party (although the service must naturally be created from the origin and end in detail at a point of origin). recognition by some of the validity of airworthiness certificates, patents and licences issued by the other party. In some agreements, this may be included in reference to the Chicago Convention, in most cases with reference to section 33 and sometimes sections 32 and 33.