A codeshare agreement is the next step in cooperation between airlines. This is when two airlines realize that there is value in cooperation, and they decide that they want to place their “codes” on each other`s flights. As a general rule, the main advantage is that it allows airlines to partner in a codeshare agreement. Airlines want to cooperate with other airlines that complement them best, and this can be done in many different ways. To cite just a few examples of partnerships that have developed in recent years outside traditional alliances, there are also code-sharing agreements between airlines and railways, officially known as air-rail alliances and generally marketed as “Rail and Fly” because of the popularity of Deutsche Bahn code-sharing with many airlines.  They include some integration of the two modes of transport, for example.B. in the search for the fastest link and the possibility of a transfer between the plane and the train with a single ticket. This allows passengers to book an entire trip at the same time, often at a discount compared to separate tickets. Air Services Agreements (ASAs) are formal contracts between countries – Memorandums of Understanding (Memorandum of Understanding) and formal 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. In this context, I often get questions from readers who ask to explain the difference between these different chords, so I thought it would be fun to do so in this post. Before I do so, I would like to add two disclaimers: this is a very fundamental level of cooperation, so there are airlines that have interline agreements that otherwise do not enter into a partnership. ExpertFlyer shows the airlines that have Interline agreements, so here are the airlines with which American has an interline agreement: the transport contract of each airline is formatted differently.
While many contain a summary (which makes them fairly easy to navigate), this is not always the case. Let`s go back to our example of JetBlue. Did you know that every time you buy airline tickets, you contract with the airline? Specifically, the one that asks them to offer a number of benefits in different circumstances? Here at Simple Flying, we often write about new agreements between airlines. From code-sharing to joint ventures, to Interline agreements… There is a lot of cooperation between the institutions. But what exactly are Interline agreements, and how do they differ from other types of partnerships? Thank you, it was a very useful contribution! Speaking of joint ventures, here`s the last thing that happened: www.reuters.com/article/us-air-france-vietnam-airlines/air-france-continues-long-haul-drive-with-vietnam-airlines-joint-venture-idUSKBN1CF16M Editor – Joanna has been working in publishing for more than a decade and is rapidly becoming a source of analysis of commercial aviation. It provides feedback to outlets such as the BBC, CNBC and others, and works closely with IATA, AviaDev and various airlines and suppliers to gain access to the insider trail in the global market. Under a codeshare agreement, the airline that manages the flight (the airline that holds the operating licenses, slots and flight planning/management and is responsible for ground-handling services) is often referred to as the CXR ope operator, although the term “carrier administration” of IATA SSIM is more specific.
The reason is that a third party may be involved, usually in the event that the airline initially wishing to fly is forced to hire a subcontractor to operate the flight on its behalf (usually a wet ground lease, i.e. an aircraft is crewed and all flight facilities, usually due to capacity constraints, technical problems, etc.). In this case, the airline carrying the passenger should be designated as an operating airline, given that