Open Skies means a regime for the conduct of observation flights by States Parties over the territories of other States Parties.

Open Skies. Agreements: A foreign flag air carrier may be used if the transportation is provided under an air transportation agreement between the United States and a foreign government, which the Department of Transportation has determined meets the requirements of the Fly America Act. For example, in 2008, the U.S. entered into an "Open Skies" Agreement with the European Union. This Agreement gives European Community airlines (airlines of Member States) the right to transport passengers and cargo on flights funded by the U.S. government, when the transportation is between a point in the United States and any point in a Member State or between any two points outside the United States. In accordance with the Agreement, however, a U.S.-flag air carrier must be used if: (a) transportation is between points for which there is a city-pair contract fare in effect for air passenger transportation services; or (b) transportation is obtained or funded by the Secretary of Defense or the Secretary of a Military Department. The conditions for use of a Member State airline apply to non-Federal employees as well (e.g., grantees). So, even though grantees are ineligible for city-pair contract fares, they must still use a U.S.-flag air carrier if a city-pair contract fare exists. For information on other "open skies" agreements in which the United States has entered, please refer to GSA's website at xxxx://xxx.xxx.xxx/Portal/gsa/ep/xxxxxxxXxxx.xx?contentType=GSA_BASIC&contentId=24833 &noc=T.

Examples of Open Skies in a sentence

Information on the Open Skies agreements (U.S. Government Procured Transportation) and other specific country agreements may be accessed via the Department of State’s website http://www.state.gov/e/eeb/tra/.
As of 2011, two significant changes have been made to the U.S./EU Open Skies Agreement.
Note on U.S./European Union Open Skies Agreement In 2007, the U.S. entered into an “Open Skies” Agreement with the European Union (“EU”).
The Department of State’s website contains a list of countries the U.S. government has Open Skies Agreements with, including policy information contained in the various Open Skies Agreements.
Note on US/European Union Open Skies Agreement In 2007, the US entered into an “Open Skies” Agreement with the European Union (“EU”).

More Definitions of Open Skies

Open Skies. Air Transport Agreement was published by the U.S. General Services Administration providing full explanation of the multilateral agreement in place so that qualifying travelers, whose travel is supported by federal funds, may travel on European Union airlines as well as U.S. Flag Air Carriers. A list of current member countries of the European Union is available at the Europa web site. There are also Open Skies agreement with Australia, Switzerland and Japan. What do these Open Skies Agreements mean to you? • European Union: o When traveling to a destination serviced by a European Union airline, UAF travelers flying on a Federal grant can fly on either a US carrier or a EU (European Union) carrier as long as they touch down in an EU country. • Australia: o UAF travelers using federal dollars can use an Australian airline only if a point of origin/destination is either the US or Australia and there is no city-pair contract flight between the two points (origin and destination). • Switzerland o UAF travelers using federal dollars can use a Swiss airline only if a point of origin/destination is either the US or Switzerland and there is no city-pair contract flight between the two points (origin and destination). • Japan o UAF travelers using federal dollars can use a Japanese airline only if a point of origin/destination is either the US or Japan and there is no city-pair contract flight between the two points (origin and destination). Note: UAF travelers on federal funds cannot use city-pair contracts. There are other exceptions to the Fly America Act which may be appropriate as well. A list of exception criteria may be found in the Federal Travel Regulation Guidelines – FTR sections 301-10.135-138. Please note that lower cost and personal convenience are not acceptable criteria for justifying the non-availability of a U.S. –flag air carrier. Please note: Travelers using Department of Defense (DOD) are not permitted to take advantage of Open Sky Agreements. Travelers using DOD funds must use an American carrier, unless they qualify for an exemption as noted in XXX 000-00.000, xxxxxxxx (x), (x), (x), (x), and (g).

Open Skies means the reservation software and system utilized by each Party.

Open Skies means that proposals for observing time may be submitted by any scientist or group of scientists from any country in the world for review by the MWA Time Allocation Committee.

Open Skies agreement: breakthroughs in areas of regulation and traffic rights “Open skies” elements: ▪ 3rd, 4th and 5th freedoms without limitations for both sides. ▪ Liberal agreement on code-share. ▪ Full cargo 7ths for European side. “+” elements: ▪ Rights for EU investors in the ownership and control of other EU, US and certain third party airlines. ▪ Rights in areas of franchising and branding. ▪ Deepened regulatory cooperation on safety, security and competition. • • EU-US first stage: major advances in regulatory cooperation Enhanced cooperation leading to mutual benefit Security ▪ Joint inspections of airports. ▪ Commitment to work towards «one-stop» security. Environment ▪ Laid the foundation for Atlantic Interoperability Initiative to Reduce Emissions (AIRE) project.

Open Skies. Accord Should Lower Fares but Draws Criticism, Int’l Herald Trib., Mar. 23, 2007, at 1. 9 See Xxxxxxxx, supra note 4, at 2–12; see also Xxxxxxxxxxx XxXxx, Airline Deregulation De- serves Another Shot: How Foreign Investment Restrictions and Subsidies Actually Hurt the Airline Industry, 72 J. Air L. & Com. 173, 175–80 (2007). ment in U.S. airlines was heavily restricted.10 The Air Commerce Act of 1926 (ACA) mandated that U.S. citizens own at least fifty-one per- cent of any aircraft registered in the United States.11 Moreover, the ACA also stipulated that the board of directors of any U.S. airline be comprised of at least two-thirds U.S. citizens.12 Anxious to safeguard U.S. neutrality in the aftermath of World War I, Congress sought to block foreign control of U.S. aircraft that might conceivably be co- opted into armed service abroad.13 The Civil Aeronautics Act of 1938 (CAA) went considerably fur- ther in restricting competition.14 As an additional bar to foreign in- vestment, the CAA required that U.S. citizens own or control at least seventy-five percent of the voting rights in any U.S. carrier.15 Beyond fixing prices for air transportation in a manner akin to the way in which the Interstate Commerce Commission fixed prices for U.S. rail- roads,16 the CAA also established “virtually absolute barriers to entry” for new competitors.17 Although new entrants into the U.S. market could theoretically obtain permission to fly, in reality the Civil Aero- nautics Board established under the CAA did not allow a single new competitor to enter the market between 1938 and 1975.18 During that period, the U.S. aviation industry grew by a staggering 23,800 percent, even as the five largest carriers operating in the United States enjoyed a de facto oligopoly.19 By the 1970s, pressure for deregulation had reached a breaking point.20 During the 1975 Xxxxxxx hearings on aviation deregulation, industry experts testified that regulated airfares were between forty and one-hundred percent higher than they would be without gov- ernment price fixing, with a resultant cost to consumers of roughly 10 See Xxxxxxxx, supra note 4, at 2–12. 11 XxXxx, supra note 9, at 175. 12 Id. 13 Id. 14 See Xxxxxxxx, supra note 4, at 4. 15 XxXxx, supra note 9, at 176. 16 See Xxxxxxxx, supra note 4, at 3 (noting how ICC obligated government to do “dirty work of fixing prices” in much same way that CAA would obligate government with regard to aviation industry).

Open Skies. The Need for Consistent Aviation Regulation (Eleven International Publishing 2016) Xxxxxxx X, ‘Airport Slots: Perspectives and Policies’ ix Xxxxx X. Xxxxxx, Xxxxx Xxxxxxx, Xxxx- Xxxxxx Xxxxxxxx et al. (eds), Airport Slots: International Experiences and Options for Reform (Routledge 2008) Xxxxxxx P anx Xxxxxxxx X M, ‘Prices and Regulation in Slot Constrained Airports’ ix Xxxxx X. Xxxxxx, Xxxxx Xxxxxxx, Xxxx-Xxxxxx Xxxxxxxx et al. (eds), Airport Slots: International Experiences and Options for Reform (Routledge 2008) Xxxxxxx P anx Xxxxxxxx X M, ‘Setting the Slot Limits at Congested Airports’ ix Xxxxx X. Xxxxxx, Xxxxx Xxxxxxx, Xxxx-Xxxxxx Xxxxxxxx et al. (eds), Airport Slots: International Experiences and Options for Reform (Routledge 2008) Xxxxxx-Xxxxxxxx J I, ‘Bilateralism and Equality of Opportunity under Scheduled Services: Are Air Services Agreements the Sole and Absolute Source for Traffic Rights?’ ix Xxxxx Xxxxes dx Xxon and Xxxxx Xxxxxxxx (eds), Behind and Beyond the Chicago Convention: The Evolution of Aerial Sovereignty (Wolters Kluwer 2019) Xxxxxx X anx Xxxxxxxx X G, ‘Slots and Competition Policy: Theory and International Practice’ ix Xxxxx X. Xxxxxx, Xxxxx Xxxxxxx, Xxxx-Xxxxxx Xxxxxxxx et al. (eds), Airport Slots: International Experiences and Options for Reform (Routledge 2008) Xxxxxxx X, Dirty Tricks: British Airways’ Secret War Against Virgin Atlantic (Virgin Publishing 2000) Haanappel P, The Law and Policy of Air Space and Outer Space: A Comparative Approach (Kluwer Law International 2003) Xxxxxxxxx X, ‘Aerial Sovereignty: From Paris 1919, Through Chicago 1944, to Today’ ix Xxxxx Xxxxes dx Xxon and Xxxxx Xxxxxxxx (eds), Behind and Beyond the Chicago Convention: The Evolution of Aerial Sovereignty (Wolters Kluwer 2019) Xxxxx X anx Xxxxxxx X, The Principles and Practice of International Aviation Law (Cambridge University Press 2014) Hobe S, ‘Sovereignty as a Basic Concept of International Law and a Core Principle of Air Law’ ix Xxxxx Xxxxes dx Xxon and Xxxxx Xxxxxxxx (eds), Behind and Beyond the Chicago Convention: The Evolution of Aerial Sovereignty (Wolters Kluwer 2019) Xxxng J, Aviation Safety and ICAO (Kluwer Law International 2009) Xxxxx X and Xxxxxxxx M, ‘The Impact of Sovereignty on the Administration of International Civil Aviation Through International and Regional Organizations: The Role of ICAO’ ix Xxxxx Xxxxes dx Xxon and Xxxxx Xxxxxxxx (eds), Behind and Beyond the Chicago Convention: The Evolution of Aerial Sovereignty (Wolters Kluw...

Open Skies. . This means freedom of access capacity and frequency for both “national” and other carriers. Clearly, such a broadly liberalized environment must be associated with safeguards, notably including assurance of service, fair competition, rights and responsibilities of providers and users, and transparency (as spelled out by the ICAO Secretariat in ATConf/6-WP/3 and WP/4). Historically, assurance of service was frequently sought through the medium of fostering a “national” carrier, often requiring substantial state subsidy. However, in today’s globally competitive environment, financially non-viable “national” carriers have been allowed to disappear, in both developed and developing countries, and other carriers (with principal place of business not necessarily in the country concerned) have taken their place, generally with success. The appearance of new business models, including airlines with transborder bases, low cost subsidiaries and low cost stand-alone carriers, is helping this process.

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