The privileges of this section do not apply to airports used for military purposes, excluding international scheduled air services. In areas of active hostility or military occupation and, in times of war, along the supply routes leading to these areas, the exercise of these privileges is subject to the approval of the competent military authorities. The bilateral system is based on the Chicago Convention and related multilateral treaties. The Chicago Convention was signed in December 1944 and has governed international air services ever since. the convention also contains a number of annexes covering issues such as aviation safety, safety monitoring, seaworthiness, navigation, environmental protection and facilities (acceleration and departure at airports). The Department of Foreign Affairs, in collaboration with the Department of Transport and the Ministries of Commerce, negotiates agreements with foreign governments that form the framework of commercial air service. The most liberal of these civil air transport agreements, the so-called “open skies” agreements, have offered the possibility of extending international passenger and cargo flights to and from the United States. They stimulate economic growth by stimulating travel and trade, increasing productivity and stimulating quality jobs. This is what open skies agreements do by removing state interference in airlines` commercial decisions on routes, capacity and pricing, allowing airlines to offer consumers and shippers a more affordable, convenient and efficient air service.
Each contracting state grants the following exemptions to the other contracting states for scheduled international flights: air services agreements (ASAs) are formal contracts between countries – Memorandum of Understanding (Memorandum of Understanding) and exchange official diplomatic notes. It is not mandatory to have an ASA for the operation of international services, but cases where contract-free services exist are rare. Since 1992, the United States has pursued an “open skies” policy that aims to prevent state intervention in airline decision-making on routes, capacity and pricing in international markets. determine the route to be travelled on its territory by an international air service and the airports that such a service is authorized to use; Subject to the provisions of the previous section, any State party may enter into agreements on international air services that are not incompatible with this agreement. Such an agreement is registered without delay by the Council, which publishes it as soon as possible. This requirement must not discriminate between carriers operating on the same route, take into account the aircraft`s capacity and be exercised in such a way as not to interfere with the normal operation of the relevant international air services or the rights and obligations of a contracting state. collect or authorize fair and reasonable fees for the use of such airports and other facilities for this service; these charges cannot be higher than those paid for the use of these airports and facilities by their domestic aircraft using similar international services, provided that the fees levied for the use of airports and other facilities on the representation of an interested State party are subject to review by the Council of the International Civil Aviation Organization established by the aforementioned Convention. report to and make recommendations to the state or states concerned.