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Appendix 25 Box 31/3 Airline Codes
March 2021 APPENDIX 25 BOX 31/3 AIRLINE CODES The information in this document is provided as a guide only and is not professional advice, including legal advice. It should not be assumed that the guidance is comprehensive or that it provides a definitive answer in every case. Appendix 25 - SAD Box 31/3 Airline Codes March 2021 Airline code Code description 000 ANTONOV DESIGN BUREAU 001 AMERICAN AIRLINES 005 CONTINENTAL AIRLINES 006 DELTA AIR LINES 012 NORTHWEST AIRLINES 014 AIR CANADA 015 TRANS WORLD AIRLINES 016 UNITED AIRLINES 018 CANADIAN AIRLINES INT 020 LUFTHANSA 023 FEDERAL EXPRESS CORP. (CARGO) 027 ALASKA AIRLINES 029 LINEAS AER DEL CARIBE (CARGO) 034 MILLON AIR (CARGO) 037 USAIR 042 VARIG BRAZILIAN AIRLINES 043 DRAGONAIR 044 AEROLINEAS ARGENTINAS 045 LAN-CHILE 046 LAV LINEA AERO VENEZOLANA 047 TAP AIR PORTUGAL 048 CYPRUS AIRWAYS 049 CRUZEIRO DO SUL 050 OLYMPIC AIRWAYS 051 LLOYD AEREO BOLIVIANO 053 AER LINGUS 055 ALITALIA 056 CYPRUS TURKISH AIRLINES 057 AIR FRANCE 058 INDIAN AIRLINES 060 FLIGHT WEST AIRLINES 061 AIR SEYCHELLES 062 DAN-AIR SERVICES 063 AIR CALEDONIE INTERNATIONAL 064 CSA CZECHOSLOVAK AIRLINES 065 SAUDI ARABIAN 066 NORONTAIR 067 AIR MOOREA 068 LAM-LINHAS AEREAS MOCAMBIQUE Page 2 of 19 Appendix 25 - SAD Box 31/3 Airline Codes March 2021 Airline code Code description 069 LAPA 070 SYRIAN ARAB AIRLINES 071 ETHIOPIAN AIRLINES 072 GULF AIR 073 IRAQI AIRWAYS 074 KLM ROYAL DUTCH AIRLINES 075 IBERIA 076 MIDDLE EAST AIRLINES 077 EGYPTAIR 078 AERO CALIFORNIA 079 PHILIPPINE AIRLINES 080 LOT POLISH AIRLINES 081 QANTAS AIRWAYS -
Freedoms of the Air” Startupboeing
International Traffic Rights “The Freedoms of the Air” StartupBoeing The Freedoms of the Air are international commercial aviation agreements (traffic rights) that grant a country's airline(s) the privilege to enter and land in another country's airspace. They were formulated in 1944 at an international gathering held in Chicago (known as the Chicago Convention) to establish uniformity in world air commerce. There are generally considered to be nine freedoms of the air. Most nations of the world exchange first and second freedoms through the International Air Services Transit Agreement. The other freedoms, when available, are usually established between countries in bilateral or multilateral air services agreements. The third and fourth freedoms are always granted together. The eighth and ninth freedoms (cabotage) have been exchanged only in limited instances. (U.S. law currently prohibits cabotage operations.) Copyright © 2009 Boeing. All rights reserved. International Traffic Rights “The Freedoms of the Air” StartupBoeing First Freedom The negotiated right for an airline Country Country from country (A) to overfly another country’s (B) airspace. A B Home Country Second Freedom The right for a commercial aircraft from country (A) to land and refuel (commonly referred to Country Country as a technical stop) in another country (B). A B Home Technical Country Stop Third Freedom The right for an airline to deliver revenue passengers from the airline’s home country (A) to another Country Country country (B). A B Home Country Copyright © 2009 Boeing. All rights reserved. International Traffic Rights “The Freedoms of the Air” StartupBoeing Fourth Freedom The right for an airline to carry revenue passengers from another country (B) Country Country A B to the airline’s home country (A). -
Would Competition in Commercial Aviation Ever Fit Into the World Trade Organization Ruwantissa I
Journal of Air Law and Commerce Volume 61 | Issue 4 Article 2 1996 Would Competition in Commercial Aviation Ever Fit into the World Trade Organization Ruwantissa I. R. Abeyratne Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Ruwantissa I. R. Abeyratne, Would Competition in Commercial Aviation Ever Fit into the World Trade Organization, 61 J. Air L. & Com. 793 (1996) https://scholar.smu.edu/jalc/vol61/iss4/2 This Article is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. WOULD COMPETITION IN COMMERCIAL AVIATION EVER FIT INTO THE WORLD TRADE ORGANIZATION? RUWANTISSA I.R. ABEYRATNE* TABLE OF CONTENTS I. INTRODUCTION ................................. 794 II. THE GENESIS OF AIR TRAFFIC RIGHTS ......... 795 A. TiH CHICAGO CONFERENCE ...................... 795 B. THE CHICAGO CONVENTION ..................... 800 C. POST-CHICAGO CONVENTION TRENDS ............ 802 D. THiE BERMUDA AGREEMENT ...................... 805 E. Ti ROLE OF ICAO ............................. 808 III. RECENT TRENDS .................................. 809 A. THE AI TRANSPORT COLLOQUIUM .............. 809 B. POST-COLLOQUIuM TRENDS ...................... 811 C. THE WORLD-WIDE AIR TRANSPORT CONFERENCE. 814 D. SOME INTERIM GLOBAL ISSUES ................... 816 E. OBJECTWES OF THE CONFERENCE ................ 819 F. EXAMINATION OF ISSUES -
Recommendations for Efficiency Gains in the Latin American Air Cargo Market
Public Disclosure Authorized Public Disclosure Authorized TP – 35 TRANSPORT PAPERS MARCH 2011 Public Disclosure Authorized Making a Small Market Thrive: Recommendations for Efficiency Gains in the Latin American Air Cargo Market Tomás Serebrisky, Jordan Schwartz, María Claudia Pachón and Andrés Ricover Public Disclosure Authorized 2 MAKING A SMALL MARKET THRIVE: RECOMMENDATIONS FOR EFFICIENCY GAINS IN THE LATIN AMERICAN AIR CARGO MARKET Tomás Serebrisky, Jordan Schwartz, María Claudia Pachón and Andrés Ricover 3 2011 The International Bank for Reconstruction and Development / The World Bank 1818 H Street NW Washington, DC 20433 Telephone 202-473-1000 Internet: www.worldbank.org This volume is a product of the staff of The World Bank. The findings, interpretations, and conclusions expressed in this volume do not necessarily reflect the views of the Executive Directors of The World Bank or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of The World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. Rights and Permissions The material in this publication is copyrighted. Copying and/or transmitting portions or all of this work without permission may be a violation of applicable law. The International Bank for Reconstruction and Development / The World Bank encourages dissemination of its work and will normally grant permission to reproduce portions of the work promptly. For permission to photocopy or reprint any part of this work, please send a request with complete information to the Copyright Clearance Center Inc., 222 Rosewood Drive, Danvers, MA 01923, USA; telephone: 978-750-8400; fax: 978-750-4470; Internet: www.copyright.com. -
Single African Air Transport Market Is Africa Ready?
Single African Air Transport Market Is Africa ready? May 2018 Single African Air Transport Market | Is Africa ready? Single African Air Transport Market | Is Africa ready? Executive Summary “In 2017, more than 4 billion The liberalisation of civil aviation in Africa as an impetus to the Continent’s economic integration agenda led to the launch of the Single African Air passengers used aviation to Transport Market (SAATM). The Open Sky agreement, originally signed by 23 out reunite with friends and loved of 55 Member States, aimed to create a single unified air transport market in Africa. ones, to explore new worlds, to do business, and to take advantage of Africa is considered a growing aviation market with IATA forecasting a 5.9% year-on-year growth in African aviation over the next 20 years, with passenger opportunities to improve themselves. numbers expected to increase from 100m to more than 300m by 2026 and Aviation truly is the business of SAATM is a way to tap into this market. The benefits of SAATM to African Countries include job creation, growth in trade resulting to growth in GDP and freedom, liberating us from the lower travel costs resulting to high numbers of passengers. However, is Africa restraints of geography to lead better ready for a Single African Air Transport Market? lives. In Deloitte’s opinion, SAATM needs to consider various aspects in regards to ownership and effective control, eligibility, infrastructure, capacity and frequency De Juniac, IATA (2018) of flights. In this situation, we turn to various international treaties as guideposts where these Open Skies agreement have been done relative success. -
2.2.1 Burundi Bujumbura International Airport
2.2.1 Burundi Bujumbura International Airport Airport Overview Passenger Flights Cargo Description and Contacts of Key Companies Runways Helipads Airport Infrastructure Details Passenger and Cargo Performance Indicator Storage Facilities Airfield Costs Fuel Services Charges Cargo Terminal Charges Air-bridge Charges Security Airport Overview Bujumbura’s International Airport Melchior Ndadaye is situated in the western part of the city at about 12 km from the downtown city. The airport is made of asphalt, with a runway’s length of 3 600 m (11 811 ft) equipped with navigation aids and can hold all types of aircraft. The largest aircraft currently operating to/from Bujumbura is a Boeing 777. As of December 2018, the following airlines have regular scheduled service to Bujumbura International Airport. Passenger Flights There are eight airlines serving the Melchior Ndadaye International Airport: Ethiopian Airlines: to Europe, Asia, Africa North America (Washington D.C. & Toronto Pearson) via Addis-Ababa. Air Burundi: serving the Great Lake Region (Entebbe, Kilimanjaro & Kigali). Kenya Airways: to Europe, Asia & Africa via Nairobi. Interlink Airlines: Cape Town & Kruger National Park via Johannesburg. Jeddah (KSA), RwandAir: to Kenya (Nairobi), Uganda (Entebbe), Tanzania (Kilimanjaro, Dar es Salaam), Zambia (Lusaka) South Africa (Johannesburg) via Kigali. Brussels Airlines: Africa, Europe, Asia, North & Latin America via Brussels. Air Tanzania: to/from Dar es Salaam Uganda Airlines: to/from Entebbe International Airport Cargo BruCargo Airfreight link Ethiopian Airlines Cargo link The surface, strength and general condition of the parking area are good. There is enough lighting and the markings are clear. Expansion and runway rehabilitation work has been undertaken and the taxiing and parking areas can accommodate up to 5 large aircraft and 10 smaller aircraft. -
Airlines Codes
Airlines codes Sorted by Airlines Sorted by Code Airline Code Airline Code Aces VX Deutsche Bahn AG 2A Action Airlines XQ Aerocondor Trans Aereos 2B Acvilla Air WZ Denim Air 2D ADA Air ZY Ireland Airways 2E Adria Airways JP Frontier Flying Service 2F Aea International Pte 7X Debonair Airways 2G AER Lingus Limited EI European Airlines 2H Aero Asia International E4 Air Burkina 2J Aero California JR Kitty Hawk Airlines Inc 2K Aero Continente N6 Karlog Air 2L Aero Costa Rica Acori ML Moldavian Airlines 2M Aero Lineas Sosa P4 Haiti Aviation 2N Aero Lloyd Flugreisen YP Air Philippines Corp 2P Aero Service 5R Millenium Air Corp 2Q Aero Services Executive W4 Island Express 2S Aero Zambia Z9 Canada Three Thousand 2T Aerocaribe QA Western Pacific Air 2U Aerocondor Trans Aereos 2B Amtrak 2V Aeroejecutivo SA de CV SX Pacific Midland Airlines 2W Aeroflot Russian SU Helenair Corporation Ltd 2Y Aeroleasing SA FP Changan Airlines 2Z Aeroline Gmbh 7E Mafira Air 3A Aerolineas Argentinas AR Avior 3B Aerolineas Dominicanas YU Corporate Express Airline 3C Aerolineas Internacional N2 Palair Macedonian Air 3D Aerolineas Paraguayas A8 Northwestern Air Lease 3E Aerolineas Santo Domingo EX Air Inuit Ltd 3H Aeromar Airlines VW Air Alliance 3J Aeromexico AM Tatonduk Flying Service 3K Aeromexpress QO Gulfstream International 3M Aeronautica de Cancun RE Air Urga 3N Aeroperlas WL Georgian Airlines 3P Aeroperu PL China Yunnan Airlines 3Q Aeropostal Alas VH Avia Air Nv 3R Aerorepublica P5 Shuswap Air 3S Aerosanta Airlines UJ Turan Air Airline Company 3T Aeroservicios -
Note D'analyse
Note d’Analyse MONITORING DE LA STABILITE REGIONALE DANS LE BASSIN SAHELIEN ET EN AFRIQUE DE L’OUEST Algerie, Burkina Faso, Côte d’Ivoire, Mali, Mauritanie, Niger, Sénégal Juillet-Septembre 2011 Par Bérangère Rouppert, Chercheure au GRIP 27 octobre 2011 Résumé Ce monitoring trimestriel est réalisé dans le cadre d’un projet d’une durée de trois ans (2011-2013) intitulé « Amélioration de la sécurité humaine, prévention des conflits et renforcement de l’état de droit dans huit pays d’Afrique occidentale et centrale » financé par Ministère des Affaires étrangères du Grand-Duché du Luxembourg. Il a pour but de suivre la situation sécuritaire en Afrique de l’Ouest avec un accent plus particulier sur le Burkina Faso, la Côte d’Ivoire, le Mali, le Niger et le Sénégal. Il se penche en particulier sur les questions liées aux tensions régionales, au terrorisme et aux trafics transfrontaliers, à la production et aux transferts d’armements et aux mécanismes de coopération en matière de lutte contre le terrorisme et la criminalité transnationale organisée. Mots clés : Afrique de l’Ouest, Sahel, conflit, trafics transfrontaliers, transfert d’armes, terrorisme. ________________________ Abstract MONITORING OF REGIONAL STABILITY IN THE SAHEL REGION AND IN WEST AFRICA Algeria, Burkina Faso, Côte d’Ivoire, Mali, Mauritania, Niger, Senegal This quarterly monitoring is part of a 3 years project (2011-2013) on “Improving human security, conflict prevention and strengthening the rule of law in eight countries in West and Central Africa” funded by the Ministry of Foreign Affairs of the Grand Duchy of Luxembourg. It aims to monitor the security situation in West Africa with a focus on Burkina Faso, Côte d’Ivoire, Mali, Niger and Senegal. -
The Hypocrisy Surrounding Transatlantic Commercial Aviation Regulation
Freedom to Fly THE HYPOCRISY SURROUNDING TRANSATLANTIC COMMERCIAL AVIATION REGULATION By Taylor Strosnider* n the cold morning of February 18, 2015, over 50 flight attendants and employees of the airline Norwegian Air Shuttle stood on the steps of the U.S. Department of Transportation’s (DOT) offices in Washington, D.C. in protest of the agency’s delay of Norwegian’s foreign air carrier operating permit.1 The sight was an unusual one: not only is it out of the ordinary to see airline personnel protesting outside of the DOT’s headquarters, but Norwegian was, and still is, a carrier with only a handful of flights to and from the U.S. The permit being sought from the Federal Aviation Ad- O ministration (FAA) had been pending for over a year, resulting in the entirety of Norwegian’s U.S. operations being caught in a seemingly endless period of limbo.2 FAA approval for the airline would allow it the long-sought opportunity to expand its transatlantic services to more cities throughout the country—each of them on state-of-the-art Boeing 787s, in contrast to the often decades-old aircraft used by existing carriers.3 However, despite the protest, petition, and lobbying taking place in Washington, Norwegian still sits in limbo today await- ing formal authorization of its foreign air carrier permit. Moreover, a total of 38 U.S. senators signed a letter to the DOT urging the rejection of the airline’s application.4 Journal of Consumer & Commercial Law 105 Despite the fact that increased competition on transat- While the impetus for Anderson’s remarks remains a lantic routes would be an unqualified win for consumers—many mystery, his remarks on whole clearly illustrate the problem pre- of whom pay a minimum of $1,000 to fly across the Atlantic dur- sented by the Gulf Three. -
Burundi / Enhanced Integrated Framework (EIF)
Republic of Burundi / Enhanced Integrated Framework (EIF) Burundi Diagnostic Trade Integration Study (DTIS) Update Volume 1 – Main report July 2012 Acknowledgements At the request of the Government of Burundi, the World Bank took the leading role in the preparation of this DTIS Update. The core members of the team were: Ferdinand Bararuzunza (local networks and stakeholder consultations); Olivier Cadot (non-tariff measures); Antoine Coste (trade performance analysis, sectoral case studies); Charles Kunaka and Philippe Lambrecht (trade facilitation and logistics), and Smita Wagh (financial services). The task team leader of the report is Nora Dihel. Background papers and other inputs were also provided by Aurélien Beko (informal sector); Joseph Butoyi (horticultural sector survey); Matthew Harber (trade data analysis); Jean-Pascal Nganou and Calvin Zebaze Djiofack (NTBs); Kabemba Lusinde Wa Lusangi (investment climate and tourism), and Jumaine Hussein (coffee), Ian Mills (regional integration), Ana Margarida Fernandes and Ingo Borchert (data on Burundi’s services trade barriers). Moreover, the analysis in the report greatly benefited from very helpful comments and feedback provided by Paul Brenton, Hannah Messerli, Jacques Morisset, Jean- Pascal Nganou and Barbara Rippel, among others. The DTIS update was elaborated in close cooperation with counterparts in the Burundian government, including the EIF Coordinator Léonard Ntibagirirwa and Youssouf Kone at the Ministry of Trade and Industry, who prepared an evaluation of the implementation of the first Action Matrix, administered the regulatory survey on professional services and provided comments on the results of the DEC Survey on services barriers. The DTIS update team would also like to thank the numerous stakeholders from the public and private sectors who provided helpful insights during the team missions undertaken in 2011 and early 2012, the workshop on preliminary results organized in November 2011 and the validation workshop organized in July 2012 in Bujumbura. -
Africa Airfinance Conference 15Th – 16Th February 2017 Hilton Sandton, Johannesburg, South Africa
2nd Annual Africa Airfinance Conference 15th – 16th February 2017 Hilton Sandton, Johannesburg, South Africa Silver Sponsor: Bronze Sponsors: #AFJAfrica The only event dedicated to the specific needs and challenges of the African aviation market What previous delegates have to say: Excellent delegate Certainly a must-attend for The event is very informative composition-informative- African airlines as they will and enough time is provided cohesive. High relevance level be able to get visibility from for networking whether start up, legacy or financial institutions supporting middle life business their development Yoland Mathonsi, Strategy Analyst South African Airways Neil Steffen, General Manager Southern Bouedo Patrice, Vice President Sales Africa, Africa, FirstJet ATR Tewolde Just some of this year’s Gebremariam, Chief Executive Officer, key speakers: Ethiopian Airlines Group Vipula Gunatilleka, Jérôme Maillet, Edmund Makona, Chief Financial Officer, Deputy Chief Executive ounding Member & TAAG Angolan Officer & Accountable Aviation Consultant, Airlines Manager, Eagle Aviation Congo Airways Consultancy Nico Bezuidenhout, James Geldenhuys Siza Mzimela Head of Aircraft Chief Executive Officer Chief Executive Officer, Finance, Fly Blue Crane Nedbank CIB Fastjet Reduced pricing for 2016 To make it easier for you to bring your entire team to the event, we have reduced prices and introduced flexible group packages for more information contactAndrew Allen at [email protected] or Tel: +44 207 779 8494. 2016 Prices 2017 Prices -
Regional Sanctions Against Burundi: a Powerful Campaign and Its Unintended Consequences
A Service of Leibniz-Informationszentrum econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible. zbw for Economics Grauvogel, Julia Working Paper Regional Sanctions against Burundi: A Powerful Campaign and Its Unintended Consequences GIGA Working Papers, No. 255 Provided in Cooperation with: GIGA German Institute of Global and Area Studies Suggested Citation: Grauvogel, Julia (2014) : Regional Sanctions against Burundi: A Powerful Campaign and Its Unintended Consequences, GIGA Working Papers, No. 255, German Institute of Global and Area Studies (GIGA), Hamburg This Version is available at: http://hdl.handle.net/10419/103655 Standard-Nutzungsbedingungen: Terms of use: Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Documents in EconStor may be saved and copied for your Zwecken und zum Privatgebrauch gespeichert und kopiert werden. personal and scholarly purposes. Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle You are not to copy documents for public or commercial Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich purposes, to exhibit the documents publicly, to make them machen, vertreiben oder anderweitig nutzen. publicly available on the internet, or to distribute or otherwise use the documents in public. Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, If the documents have been made available under an Open gelten abweichend von diesen Nutzungsbedingungen die in der dort Content Licence (especially Creative Commons Licences), you genannten Lizenz gewährten Nutzungsrechte. may exercise further usage rights as specified in the indicated licence. www.econstor.eu Inclusion of a paper in the Working Papers series does not constitute publication and should limit in any other venue.