Obsah (8)

Article 8Article 18Article 11Article 1Article 2Article 5Article 4Article 10

Saeima ir pieņēmusi un Valsts prezidents izsludina šādu likumu: Par Gaisa transporta nolīgumu starp Eiropas Kopienu un tās dalībvalstīm, no vienas puses, un Amerikas Savienotajām Valstīm, no otras pus

AMERICA (hereinafter the "United States"),

the one part; andTHE REPUBLIC

AUSTRIA,THE KINGDOM

BELGIUM,THE REPUBLIC

BULGARIA,THE REPUBLIC

CYPRUS,THE CZECH REPUBLIC,THE KINGDOM

DENMARK,THE REPUBLIC

ESTONIA,THE REPUBLIC

FINLAND,THE FRENCH REPUBLIC,THE FEDERAL REPUBLIC

GERMANY,THE HELLENIC REPUBLIC,THE REPUBLIC

HUNGARY,IRELAND,THE ITALIAN REPUBLIC,THE REPUBLIC

LATVIA,THE REPUBLIC

LITHUANIA,THE GRAND DUCHY

LUXEMBOURG,MALTA,THE KINGDOM

THE NETHERLANDS,THE REPUBLIC

POLAND,THE PORTUGUESE REPUBLIC,ROMANIA,THE SLOVAK REPUBLIC,THE REPUBLIC

SLOVENIA,THE KINGDOM

SPAIN,THE KINGDOM

SWEDEN,THE UNITED KINGDOM

GREAT BRITAIN AND NORTHERN IRELAND,being parties to the Treaty establishing the European Community and being Member States

the European Union (hereinafter the "Member States"),and the EUROPEAN COMMUNITY,

the other part;DESIRING to promote an international aviation system based on competition among airlines in the marketplace with minimum government interference and regulation;DESIRING to facilitate the expansion

international air transport opportunities, including through the development

air transportation networks to meet the needs

passengers and shippers for convenient air transportation services;DESIRING to make it possible for airlines to

fer the traveling and shipping public competitive prices and services in open markets;DESIRING to have all sectors

the air transport industry, including airline workers, benefit in a liberalized agreement;DESIRING to ensure the highest degree

safety and security in international air transport and reaffirming their grave concern about acts or threats against the security

aircraft, which jeopardize the safety

persons or property, adversely affect the operation

air transportation, and undermine public confidence in the safety

civil aviation;NOTING the Convention on International Civil Aviation, opened for signature at Chicago on December 7, 1944;RECOGNISING that government subsidies may adversely affect airline competition and may jeopardize the basic objectives

this Agreement;AFFIRMING the importance

protecting the environment in developing and implementing international aviation policy;NOTING the importance

protecting consumers, including the protections afforded by the Convention for the Unification

Certain Rules for International Carriage by Air, done at Montreal May 28, 1999;INTENDING to build upon the framework

existing agreements with the goal

opening access to markets and maximizing benefits for consumers, airlines, labor, and communities on both sides

the Atlantic;RECOGNISING the importance

enhancing the access

their airlines to global capital markets in order to strengthen competition and promote the objectives

this Agreement;INTENDING to establish a precedent

global significance to promote the benefits

liberalization in this crucial economic sector;HAVE AGREED AS FOLLOWS:ARTICLE 1DefinitionsFor the purposes

this Agreement, unless otherwise stated, the term:

1. "Agreement" means this Agreement, its Annexes and Appendix, and any amendments thereto;
2. "Air transportation" means the carriage by aircraft

passengers, baggage, cargo, and mail, separately or in combination, held out to the public for remuneration or hire;3. "Convention" means the Convention on International Civil Aviation, opened for signature at Chicago on December 7, 1944, and includes:(a) any amendment that has entered into force under Article 94(a)

the Convention and has been ratified by both the United States and the Member State or Member States as is relevant to the issue in question, and(b) any Annex or any amendment thereto adopted under Article 90

the Convention, insofar as such Annex or amendment is at any given time effective for both the Uni­ted States and the Member State or Member States as is relevant to the issue in question;4. "Full cost" means the cost

providing service plus a reasonable charge for administrative overhead;5. "International air transportation" means air transportation that passes through the airspace over the territory

more than one State;

1. "Party" means either the Uni­ted States or the European Community and its Member States;
2. "Price" means any fare, rate or charge for the carriage

passengers, baggage and/or cargo (excluding mail) in air transportation, including surface transportation in connection with international air transportation, if applicable, charged by airlines, including their agents, and the conditions governing the availability

such fare, rate or charge;

1. "Stop for non-traffic purposes" means a landing for any purpose other than taking on or discharging passengers, baggage, cargo and/or mail in air transportation;
2. "Territory" means, for the Uni­ted States, the land areas (mainland and islands), internal waters and territorial sea under its sovereignty or jurisdiction, and, for the European Community and its Member States, the land areas (mainland and islands), internal waters and territorial sea in which the Treaty establishing the European Community is applied and under the conditions laid down in that Treaty and any successor instrument; application

this Agreement to Gibraltar airport is understood to be without prejudice to the respective legal positions

the Kingdom

Spain and the United Kingdom with regard to the dispute over sovereignty over the territory in which the airport is situated, and to the continuing suspension

Gibraltar Airport from European Community aviation measures existing as at 18 September 2006 as between Member States, in accordance with the Ministerial statement on Gibraltar Airport agreed in Córdoba on 18 September 2006; and10. "User charge" means a charge imposed on airlines for the provision

airport, airport environmental, air navigation, or aviation security facilities or services including related services and facilities.ARTICLE 2Fair and Equal OpportunityEach Party shall allow a fair and equal opportunity for the airlines

both Parties to compete in providing the international air transportation governed by this Agreement.ARTICLE 3Grant

Rights1. Each Party grants to the other Party the following rights for the conduct

international air transportation by the airlines

the other Party:(

1. a)the right to fly across its territory without landing;(
2. b)the right to make stops in its territory for non-traffic purposes;(
3. c)the right to perform international air transportation between points on the following routes:(
4. i)for airlines

the United States (hereinafter "U.S. airlines"), from points behind the United States via the United States and intermediate points to any point or points in any Member State or States and beyond; and for all-cargo service, between any Member State and any point or points (including in any other Member States);(ii) for airlines

the European Community and its Member States (hereinafter "Community airlines"), from points behind the Member States via the Member States and intermediate points to any point or points in the United States and beyond; for all-cargo service, between the United States and any point or points; and, for combination services, between any point or points in the United States and any point or points in any member

the European Common Aviation Area (hereinafter the "ECAA") as

the date

signature

this Agreement; and(

1. d)the rights otherwise specified in this Agreement.2. Each airline may on any or all flights and at its option:(
2. a)operate flights in either or both directions;(
3. b)combine different flight numbers within one aircraft operation;(
4. c)serve behind, intermediate, and beyond points and points in the territories

the Parties in any combination and in any order;(

1. d)omit stops at any point or points;(
2. e)transfer traffic from any

its aircraft to any

its other aircraft at any point;(f) serve points behind any point in its territory with or without change

aircraft or flight number and hold out and advertise such ser­vices to the public as through services;(g) make stopovers at any points whether within or outside the territory

either Party;(

1. h)carry transit traffic through the other Party's territory; and(
2. i)combine traffic on the same aircraft regardless

where such traffic originates;without directional or geographic limitation and without loss

any right to carry traffic otherwise permissible under this Agreement.3. The provisions

paragraph 1

this Article shall apply subject to the requirements that:(a) for U.S. airlines, with the exception

all-cargo services, the transportation is part

a service that serves the United States, and(b) for Community airlines, with the exception

(

1. i)all-cargo services and (
2. ii)combination services between the United States and any member

the ECAA as

the date

signature

this Agreement, the transportation is part

a service that serves a Member State.4. Each Party shall allow each airline to determine the frequency and capacity

the international air transportation it

fers based upon commercial considerations in the marketplace. Consistent with this right, neither Party shall unilaterally limit the volume

traffic, frequency or regularity

service, or the aircraft type or types operated by the airlines

the other Party, nor shall it require the filing

schedules, programs for charter flights, or operational plans by airlines

the other Party, except as may be required for customs, technical, operational, or environmental (consistent with Article 15) reasons under uniform conditions consistent with Article 15

the Convention.5. Any airline may perform international air transportation without any limitation as to change, at any point, in type or number

aircraft operated; provided that, (a) for U.S. airlines, with the exception

all-cargo services, the transportation is part

a service that serves the United States, and (b) for Community airlines, with the exception

(

1. i)all-cargo services and (
2. ii)combination services between the United States and a member

the ECAA as

the date

signature

this Agreement, the transportation is part

a service that serves a Member State.6. Nothing in this Agreement shall be deemed to confer on:(a) U.S. airlines the right to take on board, in the territory

any Member State, passengers, baggage, cargo, or mail carried for compensation and destined for another point in the territory

that Member State;(b) Community airlines the right to take on board, in the territory

the United States, passengers, baggage, cargo, or mail carried for compensation and destined for another point in the territory

the United States.7. Community airlines' access to U.S. Government procured transportation shall be governed by Annex 3.ARTICLE 4AuthorizationOn receipt

applications from an airline

one Party, in the form and manner prescribed for operating authorizations and technical permissions, the other Party shall grant appropriate authorizations and permissions with minimum procedural delay, provided:(a) for a U.S. airline, substantial ownership and effective control

that airline are vested in the United States, U.S. nationals, or both, and the airline is licensed as a U.S. airline and has its principal place

business in U.S. territory;(b) for a Community airline, substantial ownership and effective control

that airline are vested in a Member State or States, nationals

such a state or states, or both, and the airline is licensed as a Community airline and has its principal place

business in the territory

the European Community;(c) the airline is qualified to meet the conditions prescribed under the laws and regulations normally applied to the operation

international air transportation by the Party considering the application or applications; and(d) the provisions set forth in Article 8 (Safety) and Article 9 (Security) are being maintained and administered.ARTICLE 5Revocation

Authorization1. Either Party may revoke, suspend or limit the operating authorizations or technical permissions or otherwise suspend or limit the operations

an airline

the other Party where:(a) for a U.S. airline, substantial ownership and effective control

that airline are not vested in the United States, U.S. nationals, or both, or the airline is not licensed as a U.S. airline or does not have its principal place

business in U.S. territory;(b) for a Community airline, substantial ownership and effective control

that airline are not vested in a Member State or States, nationals

such a state or states, or both, or the airline is not licensed as a Community airline or does not have its principal place

business in the territory

the European Community; or(c) that airline has failed to comply with the laws and regulations referred to in Article 7 (Application

Laws)

this Agreement.2. Unless immediate action is essential to prevent further noncompliance with subparagraph 1(c)

this Article, the rights established by this Article shall be exercised only after consultation with the other Party.3. This Article does not limit the rights

either Party to withhold, revoke, limit or impose conditions on the operating authorization or technical permission

an airline or airlines

the other Party in accordance with the provisions

Article 8(Safety) or Article 9 (Security).ARTICLE 6Additional Matters related to Ownership, Investment, and Control

Notwithstanding any other provision in this Agreement, the Parties shall implement the provisions

Annex 4 in their decisions under their respective laws and regulations concerning ownership, investment and control.ARTICLE 7Application

Laws1. The laws and regulations

a Party relating to the admission to or departure from its territory

aircraft engaged in international air navigation, or to the operation and navigation

such aircraft while within its territory, shall be applied to the aircraft utilized by the airlines

the other Party, and shall be complied with by such aircraft upon entering or departing from or while within the territory

the first Party.2. While entering, within, or leaving the territory

one Party, the laws and regulations applicable within that territory relating to the admission to or departure from its territory

passengers, crew or cargo on aircraft (including regulations relating to entry, clearance, immigration, passports, customs and quarantine or, in the case

mail, postal regulations) shall be complied with by, or on behalf

, such passengers, crew or cargo

the other Party's airlines.ARTICLE 8Safety1. The responsible authorities

the Parties shall recognize as valid, for the purposes

operating the air transportation provided for in this Agreement, certificates

airworthiness, certificates

competency, and licenses issued or validated by each other and still in force, provided that the requirements for such certificates or licenses at least equal the minimum standards that may be established pursuant to the Convention. The responsible authorities may, however, refuse to recognize as valid for purposes

flight above their own territory, certificates

competency and licenses granted to or validated for their own nationals by such other authorities.2. The responsible authorities

a Party may request consultations with other responsible authorities concerning the safety standards maintained by those authorities relating to aeronautical facilities, aircrews, aircraft, and operation

the airlines overseen by those authorities. Such consultations shall take place within 45 days

the request unless otherwise agreed. If following such consultations, the requesting responsible authorities find that those authorities do not effectively maintain and administer safety standards and requirements in these areas that at least equal the minimum standards that may be established pursuant to the Convention, the requesting responsible authorities shall notify those authorities

such findings and the steps considered necessary to conform with these minimum standards, and those authorities shall take appropriate corrective action. The requesting responsible authorities reserve the right to withhold, revoke or limit the operating authorization or technical permission

an airline or airlines for which those authorities provide safety oversight in the event those authorities do not take such appropriate corrective action within a reasonable time and to take immediate action as to such airline or airlines if essential to prevent further noncompliance with the duty to maintain and administer the aforementioned standards and requirements resulting in an immediate threat to flight safety.3. The European Commission shall simultaneously receive all requests and notifications under this Article.4. Nothing in this Article shall prevent the responsible authorities

the Parties from conducting safety discussions, including those relating to the routine application

safety standards and requirements or to emergency situations that may arise from time to time.ARTICLE 9Security1. In accordance with their rights and obligations under international law, the Parties reaffirm that their obligation to each other to protect the security

civil aviation against acts

unlawful interference forms an integral part

this Agreement. Without limiting the generality

their rights and obligations under international law, the Parties shall in particular act in conformity with the following agreements: the Convention on

fenses and Certain Other Acts Committed on Board Aircraft, done at Tokyo September 14, 1963, the Convention for the Suppression

Unlawful Seizure

Aircraft, done at The Hague December 16, 1970, the Convention for the Suppression

Unlawful Acts against the Safety

Civil Aviation, done at Montreal September 23, 1971, and the Protocol for the Suppression

Unlawful Acts

Violence at Airports Serving International Civil Aviation, done at Montreal February 24, 1988.2. The Parties shall provide upon request all necessary assistance to each other to address any threat to the security

civil aviation, including the prevention

acts

unlawful seizure

civil aircraft and other unlawful acts against the safety

such aircraft,

their passengers and crew, and

airports and air navigation facilities.3. The Parties shall, in their mutual relations, act in conformity with the aviation security standards and appropriate recommended practices established by the International Civil Aviation Organization and designated as Annexes to the Convention; they shall require that operators

aircraft

their registries, operators

aircraft who have their principal place

business or permanent residence in their territory, and the operators

airports in their territory act in conformity with such aviation security provisions.4. Each Party shall ensure that effective measures are taken within its territory to protect aircraft and to inspect passengers, crew, and their baggage and carry-on items, as well as cargo and aircraft stores, prior to and during boarding or loading; and that those measures are adjusted to meet increased threats to the security

civil aviation. Each Party agrees that the security provisions required by the other Party for departure from and while within the territory

that other Party must be observed. Each Party shall give positive consideration to any request from the other Party for special security measures to meet a particular threat.5. With full regard and mutual respect for each other's sovereignty, a Party may adopt security measures for entry into its territory. Where possible, that Party shall take into account the security measures already applied by the other Party and any views that the other Party may

fer. Each Party recognizes, however, that nothing in this Article limits the ability

a Party to refuse entry into its territory

any flight or flights that it deems to present a threat to its security.6. A Party may take emergency measures including amendments to meet a specific security threat. Such measures shall be notified immediately to the responsible authorities

the other Party.7. The Parties underline the importance

working towards compatible practices and standards as a means

enhancing air transport security and minimising regulatory divergence. To this end, the Parties shall fully utilize and develop existing channels for the discussion

current and proposed security measures. The Parties expect that the discussions will address, among other issues, new security measures proposed or under consideration by the other Party, including the revision

security measures occasioned by a change in circumstances; measures proposed by one Party to meet the security requirements

the other Party; possibilities for the more expeditious adjustment

standards with respect to aviation security measures; and compatibility

the requirements

one Party with the legislative obligations

the other Party. Such discussions should serve to foster early notice and prior discussion

new security initiatives and requirements.

1. Without prejudice to the need to take immediate action in order to protect transportation security, the Parties affirm that when considering security measures, a Party shall evaluate possible adverse effects on international air transportation and, unless constrained by law, shall take such factors into account when it determines what measures are necessary and appropriate to address those security concerns.
2. When an incident or threat

an incident

unlawful seizure

aircraft or other unlawful acts against the safety

passengers, crew, aircraft, airports or air navigation facilities occurs, the Parties shall assist each other by facilitating communications and other appropriate measures intended to terminate rapidly and safely such incident or threat.10. When a Party has reasonable grounds to believe that the other Party has departed from the aviation security provisions

this Article, the responsible authorities

that Party may request immediate consultations with the responsible authorities

the other Party. Failure to reach a satisfactory agreement within 15 days from the date

such request shall constitute grounds to withhold, revoke, limit, or impose conditions on the operating authorization and technical permissions

an airline or airlines

that Party. When required by an emergency, a Party may take interim action prior to the expiry

15 days.11. Separate from airport assessments undertaken to determine conformity with the aviation security standards and practices referred to in paragraph 3

this Article, a Party may request the cooperation

the other Party in assessing whether particular security measures

that other Party meet the requirements

the requesting Party. The responsible authorities

the Parties shall coordinate in advance the airports to be assessed and the dates

assessment and establish a procedure to address the results

such assessments. Taking into account the results

the assessments, the requesting Party may decide that security measures

an equivalent standard are applied in the territory

the other Party in order that transfer passengers, transfer baggage, and/or transfer cargo may be exempted from re-screening in the territory

the requesting Party. Such a decision shall be communicated to the other Party.ARTICLE 10Commercial Opportunities1. The airlines

each Party shall have the right to establish

fices in the territory

the other Party for the promotion and sale

air transportation and related activities.2. The airlines

each Party shall be entitled, in accordance with the laws and regulations

the other Party relating to entry, residence, and employment, to bring in and maintain in the territory

the other Party managerial, sales, technical, operational, and other specialist staff who are required to support the provision

air transportation.3.(

1. a)Without prejudice to subparagraph (
2. b)below, each airline shall have in relation to groundhandling in the territory

the other Party:(

1. i)the right to perform its own groundhandling ("self-handling") or, at its option(
2. ii)the right to select among competing suppliers that provide groundhandling services in whole or in part where such suppliers are allowed market access on the basis

the laws and regulations

each Party, and where such suppliers are present in the market.(

1. b)The rights under (
2. i)and (
3. ii)in subparagraph (
4. a)above shall be subject only to specific constraints

available space or capacity arising from the need to maintain safe operation

the airport. Where such constraints preclude self-handling and where there is no effective competition between suppliers that provide groundhandling services, all such services shall be available on both an equal and an adequate basis to all airlines; prices

such services shall not exceed their full cost including a reasonable return on assets, after depreciation.4. Any airline

each Party may engage in the sale

air transportation in the territory

the other Party directly and/or, at the airline's discretion, through its sales agents or other intermediaries appointed by the airline. Each airline shall have the right to sell such transportation, and any person shall be free to purchase such transportation, in the currency

that territory or in freely convertible currencies.5. Each airline shall have the right to convert and remit from the territory

the other Party to its home territory and, except where inconsistent with generally applicable law or regulation, the country or countries

its choice, on demand, local revenues in excess

sums locally disbursed. Conversion and remittance shall be permitted promptly without restrictions or taxation in respect thereof at the rate

exchange applicable to current transactions and remittance on the date the carrier makes the initial application for remittance.6. The airlines

each Party shall be permitted to pay for local expenses, including purchases

fuel, in the territory

the other Party in local currency. At their discretion, the airlines

each Party may pay for such expenses in the territory

the other Party in freely convertible currencies according to local currency regulation.7. In operating or holding out services under the Agreement, any airline

a Party may enter into cooperative marketing arrangements, such as blocked-space or code-sharing arrangements, with:(a) any airline or airlines

the Parties;(b) any airline or airlines

a third country; and(c) a surface (land or maritime) transportation provider

any country;provided that (

1. i)all participants in such arrangements hold the appropriate authority and (
2. ii)the arrangements meet the conditions prescribed under the laws and regulations normally applied by the Parties to the operation or holding out

international air transportation.8. The airlines

each Party shall be entitled to enter into franchising or branding arrangements with companies, including airlines,

either Party or third countries, provided that the airlines hold the appropriate authority and meet the conditions prescribed under the laws and regulations normally applied by the Parties to such arrangements. Annex 5 shall apply to such arrangements.9. The airlines

each Party may enter into arrangements for the provision

aircraft with crew for international air transportation with:(a) any airlines or airlines

the Parties; and(b) any airlines or airlines

a third country;provided that all participants in such arrangements hold the appropriate authority and meet the conditions prescribed under the laws and regulations normally applied by the Parties to such arrangements. Neither Party shall require an airline

either Party providing the aircraft to hold traffic rights under this Agreement for the routes on which the aircraft will be operated.10. Notwithstanding any other provision

this Agreement, airlines and indirect providers

cargo transportation

the Parties shall be permitted, without restriction, to employ in connection with international air transportation any surface transportation for cargo to or from any points in the territories

the Parties, or in third countries, including transport to and from all airports with customs facilities, and including, where applicable, the right to transport cargo in bond under applicable laws and regulations. Such cargo, whether moving by surface or by air, shall have access to airport customs processing and facilities. Airlines may elect to perform their own surface transportation or to provide it through arrangements with other surface carriers, including surface transportation operated by other airlines and indirect providers

cargo air transportation. Such intermodal cargo services may be

fered at a single, through price for the air and surface transportation combined, provided that shippers are not misled as to the facts concerning such transportation.ARTICLE 11Customs Duties and Charges1. On arriving in the territory

one Party, aircraft operated in international air transportation by the airlines

the other Party, their regular equipment, ground equipment, fuel, lubricants, consumable technical supplies, spare parts (including engines), aircraft stores (including but not limited to such items

food, beverages and liquor, tobacco and other products destined for sale to or use by passengers in limited quantities during flight), and other items intended for or used solely in connection with the operation or servicing

aircraft engaged in international air transportation shall be exempt, on the basis

reciprocity, from all import restrictions, property taxes and capital levies, customs duties, excise taxes, and similar fees and charges that are (a) imposed by the national authorities or the European Community, and (b) not based on the cost

services provided, provided that such equipment and supplies remain on board the aircraft.2. There shall also be exempt, on the basis

reciprocity, from the taxes, levies, duties, fees and charges referred to in para­graph 1

this Article, with the exception

charges based on the cost

the service provided:(a) aircraft stores introduced into or supplied in the territory

a Party and taken on board, within reasonable limits, for use on outbound aircraft

an airline

the other Party engaged in international air transportation, even when these stores are to be used on a part

the journey performed over the territory

the Party in which they are taken on board;(b) ground equipment and spare parts (including engines) introduced into the territory

a Party for the servicing, maintenance, or repair

aircraft

an airline

the other Party used in international air transportation;(c) fuel, lubricants and consumable technical supplies introduced into or supplied in the territory

a Party for use in an aircraft

an airline

the other Party engaged in international air transportation, even when these supplies are to be used on a part

the journey performed over the territory

the Party in which they are taken on board; and(d) printed matter, as provided for by the customs legislation

each Party, introduced into or supplied in the territory

one Party and taken on board for use on outbound aircraft

an airline

the other Party engaged in international air transportation, even when these stores are to be used on a part

the journey performed over the territory

the Party in which they are taken on board.3. Equipment and supplies referred to in paragraphs 1 and 2

this Article may be required to be kept under the supervision or control

the appropriate authorities.4. The exemptions provided by this Artic­le shall also be available where the airlines

one Party have contracted with another airline, which similarly enjoys such exemptions from the other Party, for the loan or transfer in the territory

the other Party

the items specified in paragraphs 1 and 2

this Article.5. Nothing in this Agreement shall prevent either Party from imposing taxes, levies, duties, fees or charges on goods sold other than for consumption on board to passengers during a sector

an air service between two points within its territory at which embarkation or disembarkation is permitted.6. In the event that two or more Member States envisage applying to the fuel supplied to aircraft

U.S. airlines in the territories

such Member States for flights between such Member States any waiver

the exemption contained in Article 14.1 (b)

Council Directive 2003/96/EC

27 October 2003, the Joint Committee shall consider that issue, in accordance with paragraph 4(e)

Article 18.7.

A Party may request the assistance

the other Party, on behalf

its airline or airlines, in securing an exemption from taxes, duties, charges and fees imposed by state and local governments or authorities on the goods specified in paragraphs 1 and 2

this Article, as well as from fuel through-put charges, in the circumstances described in this Article, except to the extent that the charges are based on the cost

providing the service. In response to such a request, the other Party shall bring the views

the requesting Party to the attention

the relevant governmental unit or authority and urge that those views be given appropriate consideration.ARTICLE 12User Charges1. User charges that may be imposed by the competent charging authorities or bodies

each Party on the airlines

the other Party shall be just, reasonable, not unjustly discriminatory, and equitably apportioned among categories

users. In any event, any such user charges shall be assessed on the airlines

the other Party on terms not less favorable than the most favorable terms available to any other airline at the time the charges are assessed.2. User charges imposed on the airlines

the other Party may reflect, but shall not exceed, the full cost to the competent charging authorities or bodies

providing the appropriate airport, airport environmental, air navigation, and aviation security facilities and services at the airport or within the airport system. Such charges may include a reasonable return on assets, after depreciation. Facilities and services for which charges are made shall be provided on an efficient and economic basis.3. Each Party shall encourage consultations between the competent charging authorities or bodies in its territory and the airlines using the services and facilities, and shall encourage the competent charging authorities or bodies and the airlines to exchange such information as may be necessary to permit an accurate review

the reasonableness

the charges in accordance with the principles

paragraphs 1 and 2

this Article. Each Party shall encourage the competent charging authorities to provide users with reasonable notice

any proposal for changes in user charges to enable users to express their views before changes are made.4. Neither Party shall be held, in dispute resolution procedures pursuant to Article 19, to be in breach

a provision

this Article, unless (a) it fails to undertake a review

the charge or practice that is the subject

complaint by the other Party within a reasonable amount

time; or (

1. b)following such a review it fails to take all steps within its power to remedy any charge or practice that is inconsistent with this Article.ARTICLE 13Pricing1. Prices for air transportation services operated pursuant to this Agreement shall be established freely and shall not be subject to approval, nor may they be required to be filed.2. Notwithstanding paragraph 1:(
2. a)The introduction or continuation

a price proposed to be charged or charged by a U.S. airline for international air transportation between a point in one Member State and a point in another Member State shall be consistent with Article 1

Council Regulation (EEC) 2409/92

23 July 1992, or a not more restrictive successor regulation.(b) Under this paragraph, the airlines

the Parties shall provide immediate access, on request, to information on historical, existing, and proposed prices to the responsible authorities

the Parties in a manner and format acceptable to those authorities.ARTICLE 14Government Subsidies and Support1. The Parties recognize that government subsidies and support may adversely affect the fair and equal opportunity

airlines to compete in providing the international air transportation governed by this Agreement.2. If one Party believes that a government subsidy or support being considered or provided by the other Party for or to the airlines

that other Party would adversely affect or is adversely affecting that fair and equal opportunity

the airlines

the first Party to compete, it may submit observations to that Party. Furthermore, it may request a meeting

the Joint Committee as provided in Article 18, to consider the issue and develop appropriate responses to concerns found to be legitimate.3. Each Party may approach responsible governmental entities in the territory

the other Party, including entities at the state, provincial or local level, if it believes that a subsidy or support being considered or provided by such entities will have the adverse competitive effects referred to in paragraph 2. If a Party decides to make such direct contact it shall inform promptly the other Party through diplomatic channels. It may also request a meeting

the Joint Committee.

1. Issues raised under this Article could include, for example, capital injections, cross-subsidization, grants, guarantees, ownership, relief or tax exemption, by any governmental entities.ARTICLE 15Environment
2. The Parties recognize the importance

protecting the environment when developing and implementing international aviation policy. The Parties recognize that the costs and benefits

measures to protect the environment must be carefully weighed in developing international aviation policy.2. When a Party is considering proposed environmental measures, it should evaluate possible adverse effects on the exercise

rights contained in this Agreement, and, if such measures are adopted, it should take appropriate steps to mitigate any such adverse effects.3. When environmental measures are established, the aviation environmental standards adopted by the International Civil Aviation Organization in Annexes to the Convention shall be followed except where differences have been filed. The Parties shall apply any environmental measures affecting air services under this Agreement in accordance with Article 2 and 3

this Agreement.4. If one Party believes that a matter involving aviation environmental protection raises concerns for the application or implementation

this Agreement, it may request a meeting

the Joint Committee, as provided in Article 18, to consider the issue and develop appropriate responses to concerns found to be legitimate.ARTICLE 16Consumer ProtectionThe Parties affirm the importance

protecting consumers, and either Party may request a meeting

the Joint Committee to discuss consumer protection issues that the requesting Party identifies as significant.ARTICLE 17Computer Reservation Systems1. Computer Reservation Systems (CRS) vendors operating in the territory

one Party shall be entitled to bring in, maintain, and make freely available their CRSs to travel agencies or travel companies whose principal business is the distribution

travel-related products in the territory

the other Party provided the CRS complies with any relevant regulatory requirements

the other Party.2. Neither Party shall, in its territory, impose or permit to be imposed on the CRS vendors

the other Party more stringent requirements with respect to CRS displays (including edit and display parameters), operations, practices, sales, or ownership than those imposed on its own CRS vendors.3. Owners/Operators

CRSs

one Party that comply with the relevant regulatory requirements

the other Party, if any, shall have the same opportunity to own CRSs within the territory

the other Party as do owners/operators

that Party.ARTICLE 18The Joint Committee1. A Joint Committee consisting

representatives

the Parties shall meet at least once a year to conduct consultations relating to this Agreement and to review its implementation.2. A Party may also request a meeting

the Joint Committee to seek to resolve questions relating to the interpretation or application

this Agreement. However, with respect to Article 20 or Annex 2, the Joint Committee may consider questions only relating to the refusal by either Participant to implement the commitments undertaken, and the impact

competition decisions on the application

this Agreement. Such a meeting shall begin at the earliest possible date, but not later than 60 days from the date

receipt

the request, unless otherwise agreed.3. The Joint Committee shall review, no later than at its first annual meeting and thereafter as appropriate, the overall implementation

the Agreement, including any effects

aviation infrastructure constraints on the exercise

rights provided for in Article 3, the effects

security measures taken under Article 9, the effects on the conditions

competition, including in the field

Computer Reservation Systems, and any social effects

the implementation

the Agreement.4. The Joint Committee shall also develop cooperation by:(a) fostering expert-level exchanges on new legislative or regulatory initiatives and developments, including in the fields

security, safety, the environment, aviation infrastructure (including slots), and consumer protection;(b) considering the social effects

the Agreement as it is implemented and developing appropriate responses to concerns found to be legitimate;(c) considering potential areas for the further development

the Agreement, including the recommendation

amendments to the Agreement;(d) maintaining an inventory

issues regarding government subsidies or support raised by either Party in the Joint Committee;(e) making decisions, on the basis

consensus, concerning any matters with respect to application

paragraph 6

Article 11

;(f) developing, within one year

provisional application, approaches to regulatory determinations with regard to airline fitness and citizenship, with the goal

achieving reciprocal recognition

such determinations;(g) developing a common understanding

the criteria used by the Parties in making their respective decisions in cases concerning airline control, to the extent consistent with confidentiality requirements;(h) fostering consultation, where appropriate, on air transport issues dealt with in international organizations and in relations with third countries, including consideration

whether to adopt a joint approach;(i) taking, on the basis

consensus, the decisions to which paragraph 3

Article 1

Annex 4 and paragraph 3

Article 2

Annex 4 refer.5. The Parties share the goal

maximizing the benefits for consumers, airlines, labor, and communities on both sides

the Atlantic by extending this Agreement to include third countries. To this end, the Joint Committee shall work to develop a proposal regarding the conditions and procedures, including any necessary amendments to this Agreement, that would be required for third countries to accede to this Agreement.6. The Joint Committee shall operate on the basis

consensus.ARTICLE 19Arbitration1. Any dispute relating to the application or interpretation

this Agreement, other than issues arising under Article 20 or under Annex 2, that is not resolved by a meeting

the Joint Committee may be referred to a person or body for decision by agreement

the Parties. If the Parties do not so agree, the dispute shall, at the request

either Party, be submitted to arbitration in accordance with the procedures set forth below.2. Unless the Parties otherwise agree, arbitration shall be by a tribunal

three arbitrators to be constituted as follows:(a) Within 20 days after the receipt

a request for arbitration, each Party shall name one arbitrator. Within 45 days after these two arbitrators have been named, they shall by agreement appoint a third arbitrator, who shall act as President

the tribunal.(b) If either Party fails to name an arbitrator, or if the third arbitrator is not appointed in accordance with subparagraph (a)

this paragraph, either Party may request the President

the Council

the International Civil Aviation Organization to appoint the necessary arbitrator or arbitrators within 30 days

receipt

that request. If the President

the Council

the International Civil Aviation Organization is a national

either the United States or a Member State, the most senior Vice President

that Council who is not disqualified on that ground shall make the appointment.3. Except as otherwise agreed, the tribunal shall determine the limits

its jurisdiction in accordance with this Agreement and shall establish its own procedural rules. At the request

a Party, the tribunal, once formed, may ask the other Party to implement interim relief measures pending the tribunal's final determination. At the direction

the tribunal or at the request

either Party, a conference shall be held not later than 15 days after the tribunal is fully constituted for the tribunal to determine the precise issues to be arbitrated and the specific procedures to be followed.4. Except as otherwise agreed or as directed by the tribunal:(a) The statement

claim shall be submitted within 30 days

the time the tribunal is fully constituted, and the statement

defense shall be submitted 40 days thereafter. Any reply by the claimant shall be submitted within 15 days

the submission

the statement

defense. Any reply by the respondent shall be submitted within 15 days thereafter.(b) The tribunal shall hold a hearing at the request

either Party, or may hold a hearing on its own initiative, within 15 days after the last reply is filed.5. The tribunal shall attempt to render a written decision within 30 days after completion

the hearing or, if no hearing is held, within 30 days after the last reply is submitted. The decision

the majority

the tribunal shall prevail.6. The Parties may submit requests for clarification

the decision within 10 days after it is rendered and any clarification given shall be issued within 15 days

such request.7. If the tribunal determines that there has been a violation

this Agreement and the responsible Party does not cure the violation, or does not reach agreement with the other Party on a mutually satisfactory resolution within 40 days after notification

the tribunal's decision, the other Party may suspend the application

comparable benefits arising under this Agreement until such time as the Parties have reached agreement on a resolution

the dispute. Nothing in this paragraph shall be construed as limiting the right

either Party to take proportional measures in accordance with international law.8. The expenses

the tribunal, including the fees and expenses

the arbitrators, shall be shared equally by the Parties. Any expenses incurred by the President

the Council

the International Civil Aviation Organization, or by any Vice President

that Council, in connection with the procedures

paragraph 2(b)

this Article shall be considered to be part

the expenses

the tribunal.ARTICLE 20Competition1. The Parties recognize that competition among airlines in the transatlantic market is important to promote the objectives

this Agreement, and confirm that they apply their respective competition regimes to protect and enhance overall competition and not individual competitors.2. The Parties recognize that differences may arise concerning the application

their respective competition regimes to international aviation affecting the transatlantic market, and that competition among airlines in that market might be fostered by minimising those differences.3. The Parties recognize that cooperation between their respective competition authorities serves to promote competition in markets and has the potential to promote compatible regulatory results and to minimise differences in approach with respect to their respective competition reviews

inter-carrier agreements. Consequently, the Parties shall further this cooperation to the extent feasible, taking into account the different responsibilities, competencies and procedures

the authorities, in accordance with Annex 2.4. The Joint Committee shall be briefed annually on the results

the cooperation under Annex 2.ARTICLE 21Second Stage Negotiations1. The Parties share the goal

continuing to open access to markets and to maximise benefits for consumers, airlines, labor, and communities on both sides

the Atlantic, including the facilitation

investment so as to better reflect the realities

a global aviation industry, the strengthening

the transatlantic air transportation system, and the establishment

a framework that will encourage other countries to open their own air services markets. The Parties shall begin negotiations not later than 60 days after the date

provisional application

this Agreement, with the goal

developing the next stage expeditiously.2. To that end, the agenda for the second stage negotiations shall include the following items

priority interest to one or both Parties:(a) further liberalization

traffic rights;(

1. b)additional foreign investment opportunities;(
2. c)effect

environmental measures and infrastructure constraints on the exercise

traffic rights;(

1. d)further access to Government-financed air transportation; and(
2. e)provision

aircraft with crew.

1. The Parties shall review their progress towards a second stage agreement no later than 18 months after the date when the negotiations are due to start in accordance with paragraph
2. If no second stage agreement has been reached by the Parties within twelve months

the start

the review, each Party reserves the right thereafter to suspend rights specified in this Agreement. Such suspension shall take effect no sooner than the start

the International Air Transport Association (IATA) traffic season that commences no less than twelve months after the date on which notice

suspension is given.ARTICLE 22Relationship to Other Agreements1. During the period

provisional application pursuant to Article 25

this Agreement, the bilateral agreements listed in section 1

Annex 1, shall be suspended, except to the extent provided in section 2

Annex 1.2. Upon entry into force pursuant to Article 26

this Agreement, this Agreement shall supersede the bilateral agreements listed in section 1

Annex 1, except to the extent provided in section 2

Annex 1.3. If the Parties become parties to a multilateral agreement, or endorse a decision adopted by the International Civil Aviation Organization or another international organization, that addresses matters covered by this Agreement, they shall consult in the Joint Committee to determine whether this Agreement should be revised to take into account such developments.ARTICLE 23TerminationEither Party may, at any time, give notice in writing through diplomatic channels to the other Party

its decision to terminate this Agreement. Such notice shall be sent simultaneously to the International Civil Aviation Organization. This Agreement shall terminate at midnight GMT at the end

the International Air Transport Association (IATA) traffic season in effect one year following the date

written notification

termination, unless the notice is withdrawn by agreement

the Parties before the end

this period.ARTICLE 24Registration with ICAOThis Agreement and all amendments thereto shall be registered with the International Civil Aviation Organization.ARTICLE 25Provisional ApplicationPending entry into force pursuant to Article 26:1) The Parties agree to apply this Agreement from 30 March 2008.2) Either Party may at any time give notice in writing through diplomatic channels to the other Party

a decision to no longer apply this Agreement. In that event, application shall cease at midnight GMT at the end

the International Air Transport Association (IATA) traffic season in effect one year following the date

written notification, unless the notice is withdrawn by agreement

the Parties before the end

this period.ARTICLE 26Entry into ForceThis Agreement shall enter into force one month after the date

the later note in an exchange

diplomatic notes between the Parties confirming that all necessary procedures for entry into force

this Agreement have been completed. For purposes

this exchange, the United States shall deliver to the European Community the diplomatic note to the European Community and its Member States, and the European Community shall deliver to the United States the diplomatic note or notes from the European Community and its Member States. The diplomatic note or notes from the European Community and its Member States shall contain communications from each Member State confirming that its necessary procedures for entry into force

this Agreement have been completed.IN WITNESS WHEREOF the undersigned, being duly authorized, have signed this Agreement.DONE at Brussels on the twenty-fifth day

April, 2007 and at Washington on the thirtieth day

April, 2007, in duplicate.ANNEX 1Section 1As provided in Article 22

this Agreement, the following bilateral agreements between the United States and Member States shall be suspended or superseded by this Agreement:a. The Republic

Austria: Air services agreement, signed at Vienna March 16, 1989; amended June 14, 1995.b. The Kingdom

Belgium: Air trans­port agreement, effected by exchange

notes at Washington October 23, 1980; amended September 22 and November 12, 1986; amended November 5, 1993 and January 12, 1994.(amendment concluded on September 5, 1995 (provisionally applied).)c. The Republic

Bulgaria: Civil aviation security Agreement, signed at Sofia April 24, 1991.d. The Czech Republic: Air transport agreement, signed at Prague September 10, 1996; amended June 4, 2001 and February 14, 2002.e. The Kingdom

Denmark: Agreement relating to air transport services, effected by exchange

notes at Washington December 16, 1944; amended August 6, 1954; amended June 16, 1995.f. The Republic

Finland: Air transport agreement, signed at Helsinki March 29, 1949; related protocol signed May 12, 1980; agreement amending 1949 agreement and 1980 protocol concluded June 9, 1995.g. The French Republic: Air transport agreement, signed at Washington June 18, 1998; amended October 10, 2000; amended January 22, 2002.h. The Federal Republic

Germany: Air transport agreement and exchanges

notes, signed at Washington July 7, 1955; amended April 25, 1989.(related protocol concluded November 1, 1978; related agreement concluded May 24, 1994; protocol amending the 1955 agreement concluded on May 23, 1996; agreement amending the 1996 protocol concluded on October 10, 2000 (all provisionally applied).)i. The Hellenic Republic: Air transport agreement, signed at Athens July 31, 1991; extended until July 31, 2007 by exchange

notes

June 22 and 28, 2006.j. The Republic

Hungary: Air transport agreement and memorandum

understanding, signed at Budapest July 12, 1989; extended until July 12, 2007 by exchange

notes

July 11 and 20, 2006.k. Ireland: Agreement relating to air transport services, effected by exchange

notes at Washington February 3, 1945; amended January 25, 1988 and September 29, 1989; amended July 25 and September 6, 1990.(Memorandum

consultations, signed at Washington October 28, 1993 (provisionally applied).)l. The Italian Republic: Air transport agreement, with memorandum and exchange

notes, signed at Rome June 22, 1970; amended October 25, 1988; related memorandum

understanding signed September 27, 1990; amendment

1970 agreement and 1990 MOU concluded November 22 and December 23, 1991; amendment

1970 agreement and 1990 MOU concluded May 30 and October 21, 1997; agreement supplementing the 1970 agreement concluded December 30, 1998 and February 2, 1999.(Protocol amending the 1970 agreement concluded December 6, 1999 (provisionally applied).)m. The Grand Duchy

Luxembourg: Air transport agreement, signed at Luxembourg August 19, 1986; amended June 6, 1995; amended July 13 and 21, 1998.n. Malta: Air transport agreement, signed at Washington October 12, 2000.o. The Kingdom

the Netherlands: Air transport agreement, signed at Washington April 3, 1957; protocol amending the 1957 agreement concluded on March 31, 1978; amendment

1978 protocol concluded June 11, 1986; amendment

1957 agreement concluded October 13 and December 22, 1987; amendment

1957 agreement concluded January 29 and March 13, 1992; amendment

1957 agreement and 1978 protocol concluded October 14, 1992.p. The Republic

Poland: Air transport agreement, signed at Warsaw June 16, 2001.q. The Portuguese Republic: Air trans­port agreement, signed at Lisbon May 30, 2000.r. Romania: Air transport agreement, signed at Washington July 15, 1998.s. The Slovak Republic: Air transport agreement, signed at Bratislava January 22, 2001.t. The Kingdom

Spain: Air transport agreement signed at Madrid February 20, 1973; related agreement

February 20, March 31 and April 7, 1987; amendment

1973 agreement concluded May 31, 1989; amendment

1973 agreement concluded November 27, 1991.u. The Kingdom

Sweden: Agreement relating to air transport services, effected by exchange

notes at Washington December 16, 1944; amended August 6, 1954; amended June 16, 1995.v. The United Kingdom

Great Britain and Northern Ireland: Agreement concerning air services, and exchange

letters, signed at Bermuda July 23, 1977; agreement relating to North Atlantic air fares, concluded March 17, 1978; agreement amending the 1977 agreement, concluded April 25, 1978; agreement modifying and extending the 1978 agreement relating to North Atlantic air fares, concluded November 2 and 9, 1978; agreement amending the 1977 agreement, concluded December 4, 1980; agreement amending the 1977 agreement, concluded February 20, 1985; agreement amending Article 7, Annex 2, and Annex 5

the 1977 agreement, concluded May 25, 1989; agreement concerning amendments

the 1977 agreement, termination

the US/UK Arbitration Concerning Heathrow Airport User Charges and the request for arbitration made by the United Kingdom in its embassy's note no. 87

13 October 1993 and settlement

the matters which gave rise to those proceedings, concluded March 11, 1994; agreement amending the 1977 agreement, concluded March 27, 1997.(Arrangements, being provisionally applied, contained in the memorandum

consultations dated September 11, 1986; arrangements contained in the exchange

letters dated July 27, 1990; arrangements contained in the memorandum

consultations

March 11, 1991; arrangements contained in the exchange

letters dated October 6, 1994; arrangements contained in the memorandum

consultations

June 5, 1995; arrangements contained in the exchange

letters dated March 31 and April 3, 2000 (all provisionally applied).)Section 2Notwithstanding section 1

this Annex, for areas that are not encompassed within the definition

"territory" in Article 1

this Agreement, the agreements in paragraphs (

1. e)(Denmark-United States), (
2. g)(France-United States), and (
3. v)(United Kingdom-United States)

that section shall continue to apply, according to their terms.Section 3Notwithstanding Article 3

this Agreement, U.S. airlines shall not have the right to provide all-cargo services, that are not part

a service that serves the United States, to or from points in the Member States, except to or from points in the Czech Republic, the French Republic, the Federal Republic

Germany, the Grand Duchy

Luxembourg, Malta, the Republic

Poland, the Portuguese Republic, and the Slovak Republic.Section 4Notwithstanding any other provisions

this Agreement, this section shall apply to scheduled and charter combination air transportation between Ireland and the United States with effect from the beginning

IATA Winter season 2006/2007 until the end

the IATA Winter season 2007/2008.a. (i) Each U.S. and Community airline may operate 3 non-stop flights between theUnited States and Dublin for each non-stop flight that the airline operates between the United States and Shannon. This entitlement for non-stop Dublin flights shall be based on an average

operations over the entire three-season transitional period. A flight shall be deemed to be a non-stop Dublin, or a non-stop Shannon, flight, according to the first point

entry into, or the last point

departure from, Ireland.(ii) The requirement to serve Shannon in subparagraph (a)(i)

this Section shall terminate if any airline inaugurates scheduled or charter combination service between Dublin and the United States, in either direction, without operating at least one non-stop flight to Shannon for every three non-stop flights to Dublin, averaged over the transition period.b. For services between the United States and Ireland, Community airlines may serve only Boston, New York, Chicago, Los Angeles, and 3 additional points in the United States, to be notified to the United States upon selection or change. These services may operate via intermediate points in other Member States or in third countries.c. Code sharing shall be authorized between Ireland and the United States only via other points in the European Community. Other code-share arrangements will be considered on the basis

comity and reciprocity.ANNEX 2ConcerningCooperation With Respect to Competition Issues in the Air Transportation IndustryArticle 1The cooperation as set forth in this Annex shall be implemented by the Department

Transportation

the United States

America and the Commission

the European Communities (hereinafter referred to as "the Participants"), consistent with their respective functions in addressing competition issues in the air transportation industry involving the United States and the European Community.Article 2PurposeThe purpose

this cooperation is:1. To enhance mutual understanding

the application by the Participants

the laws, procedures and practices under their respective competition regimes to encourage competition in the air transportation industry;2. To facilitate understanding between the Participants

the impact

air transportation industry developments on competition in the international aviation market;3. To reduce the potential for conflicts in the Participants' application

their respective competition regimes to agreements and other cooperative arrangements which have an impact on the transatlantic market; and4. To promote compatible regulatory approaches to agreements and other cooperative arrangements through a better understanding

the methodologies, analytical techniques including the definition

the relevant market(s) and analysis

competitive effects, and remedies that the Participants use in their respective independent competition reviews.Article 3DefinitionsFor the purpose

this Annex, the term "competition regime" means the laws, procedures and practices that govern the Participants' exercise

their respective functions in reviewing agreements and other cooperative arrangements among airlines in the international market. For the European Community, this includes, but is not limited to, Articles 81, 82, and 85

the Treaty Establishing the European Community and their implementing Regulations pursuant to the said Treaty, as well as any amendments thereto. For the Department

Transportation, this includes, but is not limited to, sections 41308, 41309, and 41720

Title 49

the United States Code, and its implementing Regulations and legal precedents pursuant thereto.Article 4Areas

CooperationSubject to the qualifications in subparagraphs 1(a) and 1(b)

Article 5

, the types

cooperation between the Participants shall include the following:

the Participants, to include competition experts, in principle on a semi-annual basis, for the purpose

discussing developments in the air transportation industry, competition policy matters

mutual interest, and analytical approaches to the application

competition law to international aviation, particularly in the transatlantic market. The above discussions may lead to the development

a better understanding

the Participants' respective approaches to competition issues, including existing commonalities, and to more compatibility in those approaches, in particular with respect to inter-carrier agreements.

either Participant, to discuss any matter related to this Annex, including specific cases.

other governmental authorities to participate as appropriate in any meetings or consultations held pursuant to paragraphs 1 or 2 above.

the following proceedings or matters, which in the judgment

the notifying Participant may have significant implications for the competition interests

the other Participant:a. With respect to the Department

Transportation, (i) proceedings for review

applications for approval

agreements and other cooperative arrangements among airlines involving international air transportation, in particular for antitrust immunity involving airlines organized under the laws

the United States and the European Community, and (ii) receipt by the Department

Transportation

a joint venture agreement pursuant to section 41720

Title 49

the United States Code; andb. With respect to the Commission

the European Communities, (i) proceedings for review

agreements and other cooperative arrangements among airlines involving international air transportation, in particular for alliance and other cooperative agreements involving airlines organized under the laws

the United States and the European Community, and (ii) consideration

individual or block exemptions from European Union competition law;

the availability, and any conditions governing that availability,

information and data filed with a Participant, in electronic form or otherwise, that, in the judgment

that Participant, may have significant implications for the competition interests

the other Participant; and

such other activities relating to air transportation competition policy as may seem appropriate to the notifying Participant.Article 5Use and Disclosure

Information

this Annex, neither Participant is expected to provide information to the other Participant if disclosure

the information to the requesting Participant:a. is prohibited by the laws, regulations or practices

the Participant possessing the information; orb. would be incompatible with important interests

the Participant possessing the information.

any information provided to it in confidence by the other Participant under this Annex and to oppose any application for disclosure

such information to a third party that is not authorized by the supplying Participant to receive the information. Each Participant intends to notify the other Participant whenever any information proposed to be exchanged in discussions or in any other manner may be required to be disclosed in a public proceeding.

activities established under this Annex.

the United States

America Regarding the Application

their Competition Laws.ANNEX 3Concerning U.S. Government Procured TransportationCommunity airlines shall have the right to transport passengers and cargo on scheduled and charter flights for which a U.S. Government civilian department, agency, or instrumentality

the Government, or

Defense or the Secretary

a military department.ANNEX 4Concerning Additional Matters Related to Ownership, Investment and ControlArticle 1Ownership

Airlines

a Party1. Ownership by nationals

a Member State or States

the equity

a U.S. airline shall be permitted, subject to two limitations. First, ownership by all foreign nationals

more than 25 percent

a corporation's voting equity is prohibited. Second, actual control

a U.S. airline by foreign nationals is also prohibited. Subject to the overall 25 percent limitation on foreign ownership

voting equity:a. ownership by nationals

a Member State or States

the voting equity; and/or

the total equityof a U.S. airline shall not be deemed,

itself, to constitute control

that airline;andb. ownership by nationals

a Member State or States

50 percent or more

the total equity

a U.S. airline shall not be presumed to constitute control

that airline. Such ownership shall be considered on a case-by-case basis.2. Ownership by U.S. nationals

a Community airline shall be permitted subject to two limitations. First, the airline must be majority owned by Member States and/or by nationals

Member States. Second, the airline must be effectively controlled by such states and/or such nationals.3. For the purposes

paragraph (b)

Article 4

and subparagraph 1(b)

Article 5

this Agreement, a member

the ECAA as

the date

signature

this Agreement and citizens

such a member shall be treated as a Member State and its nationals, respectively. The Joint Committee may decide that this provision shall apply to new members

the ECAA and their citizens.4. Notwithstanding paragraph 2, the European Community and its Member States reserves the right to limit investments by U.S. nationals in the voting equity

a Community airline made after the signature

this Agreement to a level equivalent to that allowed by the United States for foreign nationals in U.S. airlines, provided that the exercise

that right is consistent with international law.Article 2Ownership and Control

Third-Country Airlines1. Neither Party shall exercise any available rights under air services arrangements with a third country to refuse, revoke, suspend or limit authorizations or permissions for any airlines

that third country on the grounds that substantial ownership

that airline is vested in the other Party, its nationals, or both.2. The United States shall not exercise any available rights under air services arrangements to refuse, revoke, suspend or limit authorizations or permissions for any airline

the Principality

Liechtenstein, the Swiss Confederation, a member

the ECAA as

the date

signature

this Agreement, or any country in Africa that is implementing an Open-Skies air services agreement with the United States as

the date

signature

this Agreement, on the grounds that effective control

that airline is vested in a Member State or States, nationals

such a state or states, or both.3. The Joint Committee may decide that neither Party shall exercise the rights referred to in paragraph 2

this Article with respect to airlines

a specific country or countries.Article 3Control

Airlines1. The rules applicable in the European Community on ownership and control

Community air carriers are currently laid down in Article 4

Council Regulation (EEC) No. 2407/92

23 July 1992 on licensing

air carriers. Under this Regulation, responsibility for granting an Operating Licence to a Community air carrier lies with the Member States. Member States apply Regulation 2407/92 in accordance with their national regulations and procedures.2. The rules applicable in the United States are currently laid down in Sections 40102(a)

Title 49

the United States Code (U.S.C.), which require that licenses for a U.S. "air carrier" issued by the Department

Transportation, whether a certificate, an exemption, or commuter license, to engage in "air transportation" as a common carrier, be held only by citizens

the United States as defined in 49 U.S.C §40102(a)

the board

directors and other managing

ficers

a corporation be U.S. citizens, that at least 75 percent

the voting stock be owned by U.S. citizens, and that the corporation be under the actual control

U.S. citizens. The requirement must be met initially by an applicant, and continue to be met by a U.S. airline holding a license.

1. The practice followed by each Party in applying its laws and regulations is set out in the Appendix to this Annex.Appendix to Annex
2. In the United States, citizenship determinations are necessary for all U.S. air carrier applicants for a certificate, exemption, or commuter license. An initial application for a license is filed in a formal public docket, and processed "on the record" with filings by the applicant and any other interested parties. The Department

Transportation renders a final decision by an Order based on the formal public record

the case, including documents for which confidential treatment has been granted. A "continuing fitness" case may be handled informally by the Department, or may be set for docketed procedures similar to those used for initial applications.2. The Department's determinations evolve through a variety

precedents, which reflect, among other things, the changing nature

financial markets and investment structures and DOT's willingness to consider new approaches to foreign investment that are consistent with U.S. law. DOT works with applicants to consider proposed forms

investment and to assist them in fashioning transactions that fully comply with U.S. citizenship law, and applicants regularly consult with DOT staff before finalising their applications. At any time before a formal proceeding has begun, DOT staff may discuss questions concerning citizenship issues or other aspects

the proposed transaction and

fer suggestions, where appropriate, as to alternatives that would allow a proposed transaction to meet U.S. citizenship requirements.3. In making both its initial and continuing citizenship and fitness determinations, DOT considers the totality

circumstances affecting the U.S. airline, and Department precedents have permitted consideration

the nature

the aviation relationship between the United States and the homeland(s)

any foreign investors. In the context

this Agreement, DOT would treat investments from EU nationals at least as favorably as it would treat investments from nationals

bilateral or multilateral Open-Skies partners.4. In the European Union, paragraph 5

Article 4

Regulation 2407/92 provides that the European Commission, acting at the request

a Member State, shall examine compliance with the requirements

Article 4and take a decision if necessary.

In taking such decisions the Commission must ensure compliance with the procedural rights recognized as general principles

Community law by the European Court

Justice, including the right

interested parties to be heard in a timely manner.5. When applying its laws and regulations, each Party shall ensure that any transaction involving investment in one

its airlines by nationals

the other Party is afforded fair and expeditious consideration.ANNEX 5Concerning Franchising and Branding1. The airlines

each Party shall not be precluded from entering into franchise or branding arrangements, including conditions relating to brand protection and operational matters, provided that: they comply, in particular, with the applicable laws and regulations concerning control; the ability

the airline to exist outside

the franchise is not jeopardized; the arrangement does not result in a foreign airline engaging in cabotage operations; and applicable regulations, such as consumer protection provisions, including those regarding the disclosure

the identity

the airline operating the service, are complied with. So long as those requirements are met, close business relationships and cooperative arrangements between the airlines

each Party and foreign businesses are permissible, and each

the following individual aspects, among others,

a franchise or branding arrangement would not, other than in exceptional circumstances,

itself raise control issues:a) using and displaying a specific brand or trademark

a franchisor, including stipulations on the geographic area in which the brand or trademark may be used;b) displaying on the franchisee's aircraft the colors and logo

the franchisor's brand, including the display

such a brand, trademark, logo or similar identification prominently on its aircraft and the uniforms

its personnel;

1. c)using and displaying the brand, trademark or logo on, or in conjunction with, the franchisee's airport facilities and equipment;
2. d)maintaining customer service standards designed for marketing purposes;
3. e)maintaining customer service standards designed to protect the integrity

the franchise brand;

1. f)providing for license fees on standard commercial terms;
2. g)providing for participation in frequent flyer programs, including the accrual

benefits; andh) providing in the franchise or branding agreement for the right

the franchisor or franchisee to terminate the arrangement and withdraw the brand, provided that nationals

the United States or the Member States remain in control

the U.S. or Community airline, respectively.2. Franchising and branding arrangements are independent

, but may coexist with, a code-sharing arrangement that requires that both airlines have the appropriate authority from the Parties, as provided for in paragraph 7

Article 10

this Agreement.Joint DeclarationRepresentatives

the United States and

the European Community and its Member States confirmed that the Air Transport Agreement initialled in Brussels on 2 March 2007 and envisioned for signature on 30 April 2007 is to be authenticated in other languages, as provided either by exchange

letters, before signature

the Agreement, or by decision

the Joint Committee, after signature

the Agreement.This Joint Declaration is an integral part

the Air Transport Agreement.For the United States:For the European Communityand its Member States; ad referendum[signed. John Byerly][signed. Daniel Calleja]Date: 18 April 2007Date: 18 April 2007 GAISA TRANSPORTA NOLĪGUMS AMERIKAS SAVIENOTĀS VALSTIS (turpmāk "Amerikas Savienotās Valstis"),no vienas puses, unAUSTRIJAS REPUBLIKA,BEĻĢIJAS KARALISTE,BULGĀRIJAS REPUBLIKA,KIPRAS REPUBLIKA,ČEHIJAS REPUBLIKA,DĀNIJAS KARALISTE,IGAUNIJAS REPUBLIKA,SOMIJAS REPUBLIKA,FRANCIJAS REPUBLIKA,VĀCIJAS FEDERATĪVĀ REPUBLIKA,GRIEĶIJAS REPUBLIKA,UNGĀRIJAS REPUBLIKA,ĪRIJA,ITĀLIJAS REPUBLIKA,LATVIJAS REPUBLIKA,LIETUVAS REPUBLIKA,LUKSEMBURGAS LIELHERCOGISTE,MALTA,NĪDERLANDES KARALISTE,POLIJAS REPUBLIKA,PORTUGĀLES REPUBLIKA,RUMĀNIJA,SLOVĀKIJAS REPUBLIKA,SLOVĒNIJAS REPUBLIKA,SPĀNIJAS KARALISTE,ZVIEDRIJAS KARALISTE,LIELBRITĀNIJAS UN ZIEMEĻĪRIJAS APVIENOTĀ KARALISTE,kas ir Eiropas Kopienas dibināšanas līguma puses un Eiropas Savienības dalībvalstis (turpmāk "dalībvalstis"),un EIROPAS KOPIENA,no otras puses,TIECOTIES veicināt tādu starptautisku aviācijas sistēmu, kuras pamatā ir godīga konkurence aviosabiedrību tirgū un kurā valsts iejaucas un to regulē pēc iespējas maz;TIECOTIES pēc iespējas vērst plašumā starptautiska gaisa transporta iespējas, tostarp attīstot gaisa transporta tīklus, ievērojot pasažieru un transportētāju vajadzības pēc ērtiem gaisa pārvadājumu pakalpojumiem;TIECOTIES radīt aviosabiedrībām iespēju piedāvāt ceļotājiem un transportētājiem konkurētspējīgas cenas un pakalpojumus atvērtos tirgos;TIECOTIES, lai visas gaisa transporta nozares jomas, arī aviosabiedrību darbinieki, varētu izmantot liberalizētu nolīgumu;TIECOTIES starptautiskajā gaisa transportā nodrošināt visaugstākā līmeņa drošumu un drošību un atkārtoti apliecinot nopietnas bažas par aktiem vai draudiem, kas ir vērsti pret gaisa kuģu drošību, apdraud personu vai īpašuma drošumu, negatīvi ietekmē gaisa transporta darbību un mazina sabiedrības uzticību civilās aviācijas drošumam;IEVĒROJOT Starptautiskās civilās aviācijas konvenciju, kas Čikāgā atvērta parakstīšanai 1944. gada 7. decembrī;ATZĪSTOT, ka valsts subsīdijas var negatīvi ietekmēt aviosabiedrību konkurenci un apdraudēt šā nolīguma galvenos mērķus;APLIECINOT to, cik nozīmīga ir vides aizsardzība starptautiskas aviācijas politikas izstrādē un īstenošanā;ŅEMOT VĒRĀ to, cik nozīmīga ir patērētāju aizsardzība, arī tāda aizsardzība, kas paredzēta Konvencijā par dažu starptautiskā gaisa transporta noteikumu unifikāciju, kura Monreālā parakstīta 1999. gada 28. maijā,TIECOTIES izmantot spēkā esošo nolīgumu sistēmu, lai atvērtu piekļuvi tirgiem un dotu pēc iespējas lielāku labumu patērētājiem, aviosabiedrībām, darbaspēkam un sabiedrībai abās Atlantijas okeāna pusēs;ATZĪSTOT, ka ir svarīgi darīt savām aviosabiedrībām pieejamus pasaules kapitāla tirgus, lai stiprinātu konkurenci un sekmētu šā nolīguma mērķu sasniegšanu;TIECOTIES izveidot pasaules nozīmes precedentu liberalizācijas rezultātā gūto priekšrocību attīstīšanai šajā svarīgajā tautsaimniecības nozarē,IR VIENOJUŠĀS PAR TURPMĀKO.1. PANTSDefinīcijasŠajā nolīgumā, ja vien nav paredzēts kas cits:1. "nolīgums" ir šis nolīgums, tā pielikumi un papildinājums, kā arī visi to grozījumi;2. "gaisa pārvadājumi" ir sabiedrībai par atlīdzību vai īres maksu piedāvāti, pasažieru, bagāžas, kravas un pasta - atsevišķi vai kopā veikti - pārvadājumi ar gaisa kuģi;3. "Konvencija" ir Starptautiskās civilās aviācijas konvencija, kas Čikāgā atvērta parakstīšanai 1944. gada 7. decembrī, un tajā ir ietverti:

1. a)visi grozījumi, kas stājušies spēkā saskaņā ar Konvencijas 94. panta
2. a)apakšpunktu un ko ir ratificējušas gan Amerikas Savienotās Valstis, gan dalībvalsts vai dalībvalstis, ja attiecīgā jautājumā tie ir būtiski, unb) visi pielikumi vai visi to grozījumi, kas pieņemti saskaņā ar Konvencijas 90. pantu, ciktāl kāds pielikums vai grozījums konkrētā laikā ir spēkā gan Amerikas Savienotajās Valstīs, gan dalībvalstī vai dalībvalstīs, un - ja tas attiecīgā jautājumā ir būtisks;4. "pilnas izmaksas" ir pakalpojumu sniegšanas izmaksas, kam pieskaitīta loģiska maksa par pieskaitāmiem administratīviem izdevumiem;5. "starptautiskie gaisa pārvadājumi" ir gaisa pārvadājumi pāri vairāk nekā vienas valsts teritorijas gaisa telpai;6. "Puse" ir Amerikas Savienotās Valstis vai Eiropas Kopiena un tās dalībvalstis;7. "cena" ir tarifs, likme vai maksa, ko aviosabiedrības, tostarp to aģenti, piemēro pasažieru, bagāžas un/vai kravu pārvadājumiem (kas nav pasta pārvadājumi) pa gaisu, attiecīgos gadījumos ietverot pārvadāšanu pa zemi saistībā ar starptautiskiem gaisa pārvadājumiem, kā arī šāda tarifa, likmes vai maksas pieejamības nosacījumi;8. "nosēšanās tehnisku iemeslu dēļ" ir nosēšanās jebkādu iemeslu dēļ, kas nav pasažieru iekāpšana gaisa transporta līdzeklī vai izkāpšana no tā, nedz arī bagāžas, kravas un/vai pasta uzņemšana vai izkraušana;9. "teritorija" ASV gadījumā ir sauszemes teritorijas (kontinentālā daļa un salas), iekšējie ūdeņi un teritoriālie ūdeņi, kas ir tās suverenitātē jeb jurisdikcijā, un Eiropas Kopienas un tās dalībvalstu gadījumā - sauszemes teritorijas (kontinentālā daļa un salas), iekšējie ūdeņi un teritoriālie ūdeņi, uz ko attiecas Eiropas Kopienas dibināšanas līgums - saskaņā ar minēto līgumu un jebkādu turpmāku instrumentu. Šā nolīguma piemērošana Gibraltāra lidostai attiecīgi neskar Spānijas Karalistes un Apvienotās Karalistes juridisko nostāju domstarpībās par to, kā suverenitātē ir lidostas teritorija, un Gibraltāra lidostas neiekļaušanu Eiropas Kopienas pasākumos aviācijas jomā, kas ir spēkā 2006. gada 18. septembrī dalībvalstu starpā saskaņā ar nosacījumiem 2006. gada 18. septembra ministru paziņojumā par Gibraltāra lidostu, par ko vienojās 2006. gada 18. septembrī Kordobā; un10. "lietošanas maksa" ir maksa, ko aviosabiedrībām uzliek par lidostas, lidostas vides, aeronavigācijas vai aviācijas drošības iekārtu vai pakalpojumu izmantošanu, arī par saistītu pakalpojumu un iekārtu izmantojumu.2. PANTSGodīgas un vienlīdzīgas iespējasKatra Puse nodrošina godīgas un vienlīdzīgas iespējas abu Pušu aviosabiedrībām konkurēt šajā nolīgumā paredzēto starptautisko gaisa pārvadājumu nodrošināšanā.3. PANTSTiesību piešķiršana1. Katra Puse piešķir otrai Pusei šādas tiesības, lai otras Puses aviosabiedrības varētu veikt starptautiskus gaisa pārvadājumus:
3. a)tiesības lidot pāri tās teritorijai bez nosēšanās;
4. b)tiesības nosēsties tās teritorijā tehnisku iemeslu dēļ;
5. c)tiesības veikt starptautiskus gaisa pārvadājumus starp dažādiem punktiem šādos maršrutos:
6. i)Amerikas Savienoto Valstu aviosabiedrībām (turpmāk "ASV aviosabiedrības") -no punktiem aiz ASV robežām pāri ASV un starppunktiem uz jebkuru punktu vai punktiem jebkurā dalībvalstī vai dalībvalstīs un aiz to robežām; un pakalpojumiem, kas pārvadā tikai kravas - starp jebkuru dalībvalsti un jebkuru punktu vai punktiem (tostarp jebkurās citās dalībvalstīs);
7. ii)Eiropas Kopienas un tās dalībvalstu aviosabiedrībām (turpmāk "Kopienas aviosabiedrības") - no punktiem, kas ir aiz dalībvalstīm, pāri dalībvalstīm un starppunktiem uz jebkuru punktu vai punktiem ASV un tālāk; pakalpojumiem, kas pārvadā tikai kravas - starp ASV un jebkuru punktu vai punktiem; un kombinētiem pakalpojumiem - no jebkura punkta vai punktiem ASV uz jebkuru punktu vai punktiem Eiropas kopējā gaisa telpā (turpmāk "ECAA") no šā nolīguma parakstīšanas dienas, und) šajā nolīgumā citādi paredzētas tiesības.2. Katra aviosabiedrība jebkurā vai visos lidojumos pēc izvēles var:
8. a)veikt lidojumus vienā vai abos virzienos;
9. b)apvienot dažādus lidojumu numurus vienā aviācijas operācijā;
10. c)apkalpot punktus pirms un aiz Pušu teritorijām, starppunktus, kā arī punktus Pušu teritorijās jebkurā kombinācijā un secībā;
11. d)izlaist nosēšanos jebkurā punktā vai punktos;
12. e)pārcelt pārvadājumus no jebkura tās gaisa kuģa uz citu tās gaisa kuģi jebkurā punktā;
13. f)apkalpot punktus aiz jebkura punkta tās teritorijā ar vai bez gaisa kuģa vai lidojuma numura nomaiņas un piedāvāt un reklamēt šādus pakalpojumus sabiedrībai kā tranzīta pakalpojumus;
14. g)veikt starpnosēšanās jebkurā punktā katras Puses teritorijā vai ārpus tās;
15. h)veikt tranzīta pārvadājumus pāri otras Puses teritorijai; uni) apvienot pārvadājumus vienā gaisa kuģī neatkarīgi no tādu pārvadājumu izcelsmes;bez virzienu vai ģeogrāfiskiem ierobežojumiem un bez jebkādu pārvadājumu veikšanas tiesību zaudēšanas, kas citādi ir pieļaujama saskaņā ar šo nolīgumu.3. Šā panta 1. punktu piemēro, ievērojot nosacījumu, ka:
16. a)ASV aviosabiedrībām, izņemot pakalpojumus, kas pārvadā tikai kravas, pārvadājums ir tāda pakalpojuma daļa, kurā apkalpo Amerikas Savienotās Valstis, unb) Kopienas aviosabiedrībām, izņemot
17. i)pakalpojumus, kas pārvadā tikai kravas, un
18. ii)kombinētus pakalpojumus starp ASV un jebkuru ECAA dalībvalsti no šā nolīguma parakstīšanas dienas - pārvadājums ir tāda pakalpojuma daļa, kurā apkalpo dalībvalsti.4. Katra Puse ļauj ikvienai aviosabiedrībai noteikt piedāvāto starptautisko gaisa pārvadājumu pakalpojumu biežumu un ietilpību atkarībā no komerciāliem apsvērumiem tirgū. Saskaņā ar minētajām tiesībām neviena Puse vienpusēji neierobežo satiksmes apjomu, pakalpojumu biežumu vai periodiskumu, vai otras Puses aviosabiedrību izmantoto gaisa kuģu tipu vai tipus, kā arī neprasa otras Puses aviosabiedrību lidojumu grafiku, čārterlidojumu programmu vai darbības plānu iesniegšanu - izņemot muitas, tehnisku, operatīvu un vides iemeslu (atbilstīgi 15. pantam) dēļ, ievērojot vienādus nosacījumus atbilstīgi Konvencijas 15. pantam.5. Ikviena aviosabiedrība drīkst veikt starptautiskus gaisa pārvadājumus, bez kādiem ierobežojumiem mainot izmantojamo gaisa kuģu tipus vai skaitu; ja vien
19. a)ASV aviosabiedrībām, izņemot pakalpojumus, kas pārvadā tikai kravas, pārvadājums ir tāda pakalpojuma daļa, kurā apkalpo tikai Amerikas Savienotās Valstis, un
20. b)Kopienas aviosabiedrībām, izņemot
21. i)pakalpojumus, kas pārvadā tikai kravas, un
22. ii)kombinētos pakalpojumus starp ASV un ECAA dalībvalsti no šā nolīguma parakstīšanas dienas, pārvadājums ir tāda pakalpojuma daļa, kurā apkalpo dalībvalsti.6. Nekas šajā nolīgumā nepiešķir:
23. a)ASV aviosabiedrībām tiesības kādas Eiropas Kopienas dalībvalsts teritorijā uzņemt pasažierus, bagāžu, kravu un pasta sūtījumus, ko pārvadā kompensācijas kārtā un kā galamērķis ir cits punkts attiecīgās dalībvalsts teritorijā;
24. b)Kopienas aviosabiedrībām tiesības ASV teritorijā uzņemt pasažierus, bagāžu, kravu vai pasta sūtījumus, ko pārvadā kompensācijas kārtā un kā galamērķis ir cits punkts ASV teritorijā.7. Kopienas aviosabiedrību piekļuvi ASV valdības iepirktiem pārvadājumiem reglamentē ar 3. pielikumu.4. PANTSAtļauju izsniegšanaSaņemot vienas Puses aviosabiedrības pieteikumus darbības pilnvarām un tehniskām atļaujām paredzētā formā un kārtībā, otrā Puse piešķir attiecīgās pilnvaras un atļaujas ar visīsāko iespējamo procesuālo kavējumu, jaa) ASV aviosabiedrības gadījumā - attiecīgās aviosabiedrības būtiska īpašumtiesību daļa un faktiskā kontrole pieder Amerikas Savienotajām Valstīm, ASV valstspiederīgajiem vai abiem, un aviosabiedrība ir licencēta kā ASV aviosabiedrība, un tās galvenā uzņēmējdarbības vieta ir ASV teritorijā;
25. b)Kopienas aviosabiedrības gadījumā ­- attiecīgās aviosabiedrības būtiska īpašumtiesību daļa un faktiska kontrole pieder dalībvalstij vai dalībvalstīm, šīs valsts vai šo valstu valstspiederīgajiem vai abiem, un aviosabiedrība ir licencēta kā Kopienas aviosabiedrība un tās galvenā uzņēmējdarbības vieta ir Eiropas Kopienas teritorijā;
26. c)aviosabiedrība ir kvalificēta saskaņā ar tiesību aktos un noteikumos paredzētām prasībām, ko starptautiskos gaisa pārvadājumos parasti piemēro tā Puse, kas izskata pieteikumu vai pieteikumus; und) ir ievēroti un īstenoti 8. pantā (Drošums) un 9. pantā (Drošība) izklāstītie noteikumi.5. PANTSAtļauju atsaukšana1. Jebkura Puse var atsaukt, pārtraukt vai ierobežot darbības pilnvaras vai tehniskās atļaujas vai citādi pārtraukt vai ierobežot otras Puses aviosabiedrības darbību, jaa) ASV aviosabiedrības gadījumā - attiecīgās aviosabiedrības būtiska īpašumtiesību daļa un faktiska kontrole nepieder Amerikas Savienotajām Valstīm, ASV valstspiederīgajiem vai abiem, vai aviosabiedrība nav licencēta kā ASV aviosabiedrība, vai tās galvenā uzņēmējdarbības vieta nav ASV teritorijā;
27. b)Kopienas aviosabiedrības gadījumā ­- attiecīgās aviosabiedrības būtiska īpašumtiesību daļa un faktiska kontrole nepieder dalībvalstij vai dalībvalstīm, šīs valsts vai šo valstu valstspiederīgajiem vai abiem, vai aviosabiedrība nav licencēta kā Kopienas aviosabiedrība, vai tās galvenā uzņēmējdarbības vieta nav Eiropas Kopienas teritorijā; vaic) attiecīgā aviosabiedrība nav ievērojusi šā nolīguma 7. pantā (Tiesību aktu piemērošana) izklāstītos noteikumus.2. Ja vien nav būtiski svarīga tūlītēja rīcība, lai novērstu turpmāku neatbilstību 1. punkta
28. c)apakšpunktam, šajā pantā paredzētās tiesības īsteno tikai pēc otras Puses uzklausīšanas.3. Šis pants neierobežo nevienas Puses tiesības pārtraukt, atsaukt, ierobežot vai uzlikt nosacījumus otras Puses aviosabiedrības vai aviosabiedrību darbības pilnvarām vai tehniskām atļaujām, vai uzlikt tām nosacījumus atbilstīgi 8. (Drošums) vai 9. pantam (Drošība).6. PANTSPapildu jautājumi saistībā ar īpašumtiesībām, ieguldījumiem un kontroliNeatkarīgi no citiem šā nolīguma noteikumiem Puses saskaņā ar saviem attiecīgajiem tiesību aktiem savos lēmumos īsteno 4. pielikuma noteikumus saistībā ar īpašumtiesībām, ieguldījumiem un kontroli.7. PANTSTiesību aktu piemērošana1. Katras Puses tiesību akti, kas saistīti ar starptautiskā aeronavigācijā iesaistīta gaisa kuģa ielaišanu tās teritorijā vai izlidošanu no tās, vai ar šāda gaisa kuģa ekspluatāciju un navigāciju, tam atrodoties tās teritorijā, ir piemērojami gaisa kuģiem, ko izmanto otrās Puses aviosabiedrības, un tie ir jāievēro šādām aviosabiedrībām, ierodoties vai atrodoties pirmās Puses teritorijā, vai izlidojot no tās.2. Ielidojot vienas Puses teritorijā, atrodoties tajā vai izlidojot no tās, otras Puses aviosabiedrības pasažieru, apkalpju vai kravu sakarā ievēro attiecīgajā teritorijā piemērojamos tiesību aktus un noteikumus par gaisa kuģu pasažieru, apkalpju vai kravu ielaišanu minētajā teritorijā vai izceļošanu no tās (arī noteikumus par ielidošanu, formalitātēm, imigrāciju, pasēm, muitu un karantīnu vai - pasta gadījumā - pasta noteikumus).8. PANTSDrošums1. Pušu atbildīgās iestādes šajā nolīgumā paredzēto gaisa pārvadājumu ekspluatācijai atzīst par derīgām vienas otrai izdotas vai par derīgām atzītas un joprojām spēkā esošas lidojumderīguma apliecības, lidošanas pieredzes apliecības un licences, ja šādas apliecības vai licences atbilst vismaz minimālajiem standartiem, kādus var noteikt saskaņā ar Konvenciju. Atbildīgās iestādes tomēr var atteikties atzīt tādas lidošanas pieredzes apliecības un licences par derīgām lidojumu veikšanai virs savas valsts teritorijas, ko to valsts valstspiederīgajiem ir piešķīrušas vai atzinušas par derīgām citas tādas iestādes.2. Puses atbildīgās iestādes var lūgt konsultācijas citām atbildīgām iestādēm par šo iestāžu uzturētiem drošuma standartiem, kas saistīti ar aeronavigācijas iekārtām, gaisa kuģu apkalpēm, gaisa kuģiem un šo iestāžu pārraudzībā esošu aviosabiedrību darbību. Tādas konsultācijas veic 45 dienās pēc lūguma saņemšanas, ja nav panākta cita vienošanās. Ja pēc šādām konsultācijām atbildīgās lūgumu iesniedzējas iestādes uzzina, ka minētās citas iestādes šajās jomās efektīvi neuztur vai neīsteno drošuma standartus un prasības, lai tie atbilstu vismaz minimālajiem standartiem, kādus var noteikt saskaņā ar Konvenciju, tad atbildīgās lūgumu iesniedzējas iestādes paziņo šīm citām iestādēm par atklājumiem un pasākumiem, kādus uzskata par vajadzīgiem, lai nodrošinātu atbilstību šiem minimālajiem standartiem, un minētās citas iestādes veic attiecīgus korektīvus pasākumus. Atbildīgās lūgumu iesniedzējas iestādes patur tiesības pārtraukt, atsaukt vai ierobežot tās aviosabiedrības vai aviosabiedrību darbības pilnvaras vai tehniskas atļaujas, kuru drošuma pārraudzību veic minētās citas iestādes, ja šīs citas iestādes neveic attiecīgus korektīvus pasākumus attiecīgā laikā, kā arī veikt tūlītējus pasākumus attiecībā uz tādu aviosabiedrību vai aviosabiedrībām, ja tas ir būtiski svarīgi, lai novērstu turpmāku minēto standartu un prasību uzturēšanas un īstenošanas pienākumu nepildīšanu, kas rada tiešus draudus lidojumu drošumam.3. Eiropas Komisija vienlaicīgi saņem visus šajā pantā minētos lūgumus un paziņojumus.4. Nekas šajā pantā nevar liegt atbildīgām Pušu iestādēm iesaistīties pārrunās par drošumu, tostarp tādās, kas ir saistītas ar drošuma standartu un prasību piemērošanu parastos apstākļos vai arī ārkārtas situācijās, kas dažkārt var rasties.9. PANTSDrošība1. Saskaņā ar starptautiskos tiesību aktos paredzētām tiesībām un saistībām Puses atkārtoti apliecina, ka to saistības vienai pret otru sargāt civilās aviācijas drošību no nelikumīgas iejaukšanās ir neatņemama šā nolīguma daļa. Neierobežojot starptautiskos tiesību aktos paredzēto tiesību un saistību vispārēju piemērojamību, Puses jo īpaši rīkojas saskaņā ar šādiem nolīgumiem: Konvencija par noziegumiem un citām gaisa kuģos izdarītām nelikumīgām darbībām, kas Tokijā parakstīta 1963. gada 14. septembrī, Konvencija par cīņu pret nelikumīgu gaisa kuģu sagrābšanu, kas Hāgā parakstīta 1970. gada 16. decembrī, Konvenciju par cīņu pret nelikumīgām darbībām, kas apdraud civilās aviācijas drošību, kas Monreālā parakstīta 1971. gada 23. septembrī, un Protokolu par cīņu pret nelikumīgām darbībām lidostās, kas apkalpo starptautisko civilo aviāciju, kas Monreālā parakstīts 1988. gada 24. februārī.2. Puses pēc lūguma viena otrai sniedz visu vajadzīgo palīdzību, lai novērstu jebkādus draudus civilās aviācijas drošībai, tostarp novērstu civilu gaisa kuģu nelikumīgu sagrābšanu un citas nelikumīgas darbības pret gaisa kuģu, to pasažieru un apkalpju, lid­ostu un aeronavigācijas iekārtu drošumu.3. Puses savstarpējās attiecībās ievēro aviācijas drošības standartus un Starptautiskās civilās aviācijas organizācijas attiecīgo pieņemto praksi, kas ietverta Konvencijas pielikumos; tās prasa to reģistros reģistrētiem gaisa kuģu operatoriem, gaisa kuģu operatoriem, kuru galvenā uzņēmējdarbības vieta vai pastāvīgas uzturēšanās vieta ir to teritorijā, kā arī lidostu operatoriem to teritorijā darboties saskaņā ar šādiem aviācijas drošības noteikumiem.4. Katra Puse savā teritorijā nodrošina efektīvus pasākumus, lai aizsargātu gaisa kuģus, pārbaudītu pasažierus, apkalpi un viņu bagāžu un rokas bagāžu, kā arī lai pārbaudītu kravu un gaisa kuģa krājumus pirms iekāpšanas un iekraušanas, kā arī tās laikā; un nodrošina, lai šos pasākumus pielāgotu, palielinoties civilās aviācijas drošības apdraudējumiem. Katra Puse piekrīt, ka ir jāievēro otras Puses prasītie drošības noteikumi attiecībā uz izlidošanu no šīs otras Puses teritorijas un uzturēšanos tajā. Katra Puse pozitīvi apsver jebkuru otras Puses prasību īpašu drošības pasākumu veikšanai, lai novērstu konkrētus draudus.5. Pilnībā ievērojot un respektējot otras Puses suverenitāti, Puse var pieņemt drošības pasākumus ielidošanai tās teritorijā. Ja iespējams, šī Puse ņem vērā drošības pasākumus, kādus jau piemēro otra Puse, un jebkādu otras Puses piedāvātu viedokli. Katra Puse tomēr atzīst, ka nekas šajā pantā neierobežo Puses iespējas vispār atteikt ielidošanu tās teritorijā ar jebkuru lidojumu vai lidojumiem, kas pēc tās uzskatiem rada draudus tās drošībai.6. Puse var veikt ārkārtas pasākumus, tostarp grozījumus, lai novērstu konkrētus draudus drošībai. Par šādiem pasākumiem tūlīt paziņo otras Puses atbildīgajām iestādēm.7. Puses uzsver saskaņotas prakses un standartu pakāpeniskas ieviešanas nozīmi kā līdzekli gaisa transporta drošības palielināšanai un normatīvu atšķirību samazināšanai. Lai to panāktu, Puses pilnībā izmanto un attīsta esošos līdzekļus pašreizējo un ierosināto drošības pasākumu apspriešanai. Puses paredz, ka cita starpā apspriedēs izskatīs jaunus otras Puses ierosinātus drošības pasākumus vai tādus, ko tā apsver, tostarp drošības pasākumu pārskatīšanu, mainoties apstākļiem; vienas Puses ierosinātus pasākumus, lai ievērotu otras Puses paredzētās drošības prasības; iespējas ātrāk pielāgot standartus saistībā ar aviācijas drošības pasākumiem; un vienas Puses prasību saskaņošana ar otras Puses tiesību aktos paredzētām saistībām. Tādām apspriedēm būtu jāveicina operatīva jaunu drošības ierosmju un prasību paziņošana un iepriekšēja apspriešana.8. Neskarot vajadzību veikt tūlītējus pasākumus, lai aizsargātu pārvadājumu drošību, Puses apliecina, ka, apsverot drošības pasākumus, Puse novērtē iespējamo negatīvo ietekmi uz starptautiskiem gaisa pārvadājumiem un, ja tas nav ar likumu aizliegts, ņem vērā šādus faktorus, nosakot, kādi pasākumi ir vajadzīgi un atbilstīgi, lai novērstu tādas drošības problēmas.9. Ja notiek ar civila gaisa kuģa nelikumīgu sagrābšanu saistīts starpgadījums vai pastāv tādi draudi, vai notiek citas nelikumīgas darbības pret kāda gaisa kuģa, pasažieru un apkalpes, lidostu vai aeronavigācijas iekārtu drošumu, Puses palīdz viena otrai, atvieglojot saziņu un veicot citus piemērotus pasākumus, lai ātri un droši likvidētu tādus starpgadījumus vai draudus.10. Ja vienai Pusei ir pamats uzskatīt, ka otra Puse ir atkāpusies no šajā pantā ietvertiem aviācijas drošības noteikumiem, attiecīgā Puse var lūgt otrai Pusei tūlītējus paskaidrojumus. Ja 15 dienās pēc tāda lūguma nav panākta pietiekama vienprātība, tas ir iemesls tās Puses aviosabiedrībai vai aviosabiedrībām pārtraukt, atsaukt vai ierobežot darbības pilnvaras vai tehnisku atļauju, vai paredzēt nosacījumus to izmantošanai. Ja ārkārtas gadījumā ir vajadzīgs, Puse var veikt pagaidu darbības pirms15 dienu termiņa beigām.11. Atsevišķi no lidostu novērtējuma, kas veikts, lai konstatētu atbilstību šā panta 3. punktā minētajiem aviācijas drošības standartiem un praksei, Puse var lūgt otras Puses sadarbību, novērtējot, vai šīs otras Puses konkrētie drošības pasākumi atbilst lūguma iesniedzējas Puses prasībām. Atbildīgās Pušu iestādes iepriekš koordinē lidostas, ko paredzēts novērtēt, kā arī novērtējumu datumus, un izstrādā tādu novērtējumu rezultātu izskatīšanas procedūru. Ņemot vērā novērtējumu rezultātus, lūguma iesniedzēja Puse var nolemt, ka otras Puses teritorijā piemēro līdzvērtīga standarta drošības pasākumus, lai tranzīta pasažierus, tranzīta bagāžu un/vai tranzīta kravu var atbrīvot no atkārtotas pārbaudes lūguma iesniedzējas Puses teritorijā. Par tādu lēmumu paziņo otrai Pusei.10. PANTSKomerciespējas1. Katras Puses aviosabiedrībām ir tiesības izveidot birojus otras Puses teritorijā, lai veicinātu un pārdotu gaisa pārvadājumu pakalpojumus un ar tiem saistītas darbības.2. Katras Puses aviosabiedrībām saskaņā ar otras Puses tiesību aktiem un noteikumiem par ieceļošanu, uzturēšanos un nodarbinātību ir tiesības otras Puses teritorijā ievest un uzturēt personālu vadības, noieta, tehniskos, operatīvos jautājumos, kā arī citus speciālistus, kas ir vajadzīgi, lai nodrošinātu gaisa pārvadājumu pakalpojumu sniegšanu.3.
29. a)Neskarot šā punkta
30. b)apakšpunktu, katrai aviosabiedrībai saistībā ar lidlauka pakalpojumiem otras Puses teritorijā ir:
31. i)tiesības pašai uz saviem lidlauka pakalpojumiem ("pašapkalpošanos") vai, pēc savas izvēlesii) tiesības izvēlēties no konkurējošiem kompleksu vai daļēju lidlauka pakalpojumu sniedzējiem, ja tiem ir atļauta piekļuve tirgum, pamatojoties uz katras Puses tiesību aktiem un noteikumiem, un ja tādi piegādātāji ir tirgū.
32. b)Iepriekš
33. a)apakšpunkta
34. i)un
35. ii)punktā minētās tiesības attiecas tikai uz konkrētiem pieejamo telpu vai ietilpības ierobežojumiem, kas izriet no vajadzības uzturēt drošu lidostas darbību. Ja tādi ierobežojumi liedz pašapkalpoties, un piegādātājiem, kas nodrošina lidostas pakalpojumus, faktiski nav konkurences, visi tādi pakalpojumi ir visām aviosabiedrībām pieejami ar vienādiem un loģiskiem noteikumiem; tādu pakalpojumu cenas nepārsniedz to kopējās izmaksas, kurās ietverta samērīga, aktīvu nesta peļņa pēc amortizācijas atskaitījumiem.4. Ikviena katras Puses aviosabiedrība otras Puses teritorijā tieši un/vai pēc aviosabiedrības izvēles, izmantojot tirdzniecības aģentus vai citus aviosabiedrības izraudzītus starpniekus, drīkst iesaistīties gaisa pārvadājumu pakalpojumu pārdošanā. Ikvienai aviosabiedrībai ir tiesības pārdot tādus pārvadājumu pakalpojumus, un ikviena persona drīkst brīvi pirkt šādus pārvadājumu pakalpojumus attiecīgās teritorijas valūtā vai brīvi konvertējamās valūtās.5. Ikvienai aviosabiedrībai ir tiesības konvertēt un pārskaitīt ienākumus no otras Puses teritorijas uz savu teritoriju un - izņemot gadījumus, kad tas neatbilst vispārēji piemērojamiem normatīvajiem aktiem- pēc lūguma, uz paša izraudzītu valsti vai valstīm. Ieņēmumus konvertēt un pārskaitīt ir atļauts tūlīt, bez ierobežojumiem un neuzliekot tiem nodokļus, pēc maiņas kursa, ko kārtējiem darījumiem un pārskaitījumiem piemēro dienā, kad gaisa pārvadātājs iesniedz pārskaitījuma pieteikumu.6. Ikvienas Puses aviosabiedrībām ir atļauts vietējā valūtā segt vietējos izdevumus, arī pirkt degvielu otras Puses teritorijā. Ikvienas Puses aviosabiedrības pēc savas izvēles tādus izdevumus otras Puses teritorijā var maksāt brīvi konvertējamās valūtās, ievērojot vietējos noteikumus valūtas jomā.7. Veicot vai piedāvājot pakalpojumus saskaņā ar šo nolīgumu, ikviena jebkuras Puses aviosabiedrība var slēgt mārketinga sadarbības līgumus, piemēram, līgumus par konkrētām vietām katrā lidojumā vai par kodu koplietojumu, ar:
36. a)jebkuru Puses aviosabiedrību vai aviosabiedrībām;
37. b)jebkuru trešās valsts aviosabiedrību vai aviosabiedrībām; unc) virszemes (sauszemes vai jūras) pārvadājumu pakalpojumu sniedzēju jebkurā valstī;ja
38. i)visiem tādos līgumos iesaistītām personām ir atbilstīgas pilnvaras un
39. ii)līgumi atbilst tiesību aktos paredzētiem nosacījumiem, kādus Puses parasti piemēro, veicot starptautiskus gaisa pārvadājumus vai piedāvājot tādus pakalpojumus.8. Ikvienas puses aviosabiedrībām ir tiesības slēgt franšīzes vai marķēšanas nolīgumus ar sabiedrībām, tostarp aviosabiedrībām, ja aviosabiedrībām ir attiecīga atļauja un tās atbilst tiesību aktos paredzētajiem nosacījumiem, kādus Puses parasti piemēro tādiem nolīgumiem. Tādiem nolīgumiem piemēro 5. pielikumu.9. Lai nodrošinātu starptautiskus gaisa pārvadājumus ar apkalpi, katras Puses aviosabiedrības var noslēgt nolīgumus ar:
40. a)jebkuru katras Puses aviosabiedrību vai aviosabiedrībām, unb) jebkuru trešās valsts aviosabiedrību vai aviosabiedrībām;ja visiem tādos nolīgumos iesaistītajiem ir pienācīgas atļaujas un šie nolīgumi atbilst tiesību aktos un noteikumos paredzētajiem nosacījumiem, kādus Puses parasti piemēro šādiem nolīgumiem. Neviena no Pusēm nevar pieprasīt, lai kādas Puses aviosabiedrībai, kas nodrošina gaisa kuģi, būtu šajā nolīgumā noteiktās tiesības veikt satiksmi tajos maršrutos, kuros gaisa kuģis tiks ekspluatēts.10. Neatkarīgi no citiem šā nolīguma noteikumiem Pušu aviosabiedrībām un netiešiem kravas pārvadājumu pakalpojumu sniedzējiem saistībā ar starptautiskiem gaisa pārvadājumiem ir bez jebkādiem ierobežojumiem atļauts izmantot jebkādu sauszemes kravas transportu uz jebkādiem punktiem Pušu teritorijā vai trešās valstīs, kā arī no tām, tostarp attiecīgos gadījumos transportu uz visām lidostām ar muitas iestādēm, kā arī no tām, un, attiecīgos gadījumos, arī tiesības saskaņā ar spēkā esošiem tiesību aktiem un noteikumiem transportēt kravu, kas atrodas muitas kontrolē. Kravai, ko pārvadā ar sauszemes transportu vai ar gaisa transportu, ir pieejama lidostas muitas apstrāde un telpas. Aviosabiedrības var izvēlēties pašas veikt pārvadājumus pa zemi vai nodrošināt to, izmantojot nolīgumus ar citiem pārvadātājiem pa zemi, arī izmantot sauszemes transporta pakalpojumus, ko sniedz citas aviosabiedrības un netiešo kravas gaisa pārvadājumu sniedzēji. Tādus jauktus kravas pārvadājumu pakalpojumus var piedāvāt par vienu kopēju cenu, kurā ir ietverta gan maksa par gaisa transportu, gan pārvadāšanu pa zemi - ar noteikumu, ka nosūtītāji nav maldināti par faktisko pārvadāšanu.11. PANTSMuitas nodokļi un maksājumi1. Vienas Puses teritorijā otras Puses aviosabiedrību veiktos starptautiskos gaisa pārvadājumos iesaistīti gaisa kuģi, to parastās iekārtas, degviela, smērvielas, tehniskās apkopes palīgmateriāli, lidlauka iekārtas, rezerves daļas (arī dzinēji), gaisa kuģa krājumi (pie tiem pieder pārtika, dzērieni un alkoholiski dzērieni, tabaka un citi ražojumi, ko lidojuma laikā paredzēts ierobežotos daudzumos pārdot pasažieriem vai kas paredzēti pasažieru lietošanai - bet ne tikai) un citi izstrādājumi, ko paredzēts izmantot vai ko izmanto tikai saistībā ar starptautiskos gaisa pārvadājumos iesaistītu gaisa kuģu darbību vai apkopi, saskaņā ar savstarpējības principu ir atbrīvoti no visiem importa ierobežojumiem, īpašuma un kapitāla nodokļiem, muitas nodokļiem, akcīzes nodokļiem un līdzīgiem maksājumiem un atlīdzībām, ko
41. a)uzliek valsts vai vietējas iestādes, vai Eiropas Kopiena un
42. b)ko nenosaka sniedzamo pakalpojumu izmaksas - ar noteikumu, ka iekārtas un krājumi paliek gaisa kuģī.2. No šā panta 1. punktā minētajiem nodokļiem, maksājumiem un atlīdzībām, izņemot maksājumus, ko nosaka sniegtā pakalpojuma izmaksas, pēc savstarpējības principa ir atbrīvoti arī:
43. a)gaisa kuģu krājumi, kas ir ievesti vai piegādāti kādas Puses teritorijā un loģiskā daudzumā iekrauti, lai tos lietotu starptautiskos gaisa pārvadājumos iesaistītas Puses gaisa kuģī, kam paredzēts izlidot, kaut arī minētos krājumus paredzēts izmantot ceļojuma daļā, kas notiks virs tās Puses teritorijas, kurā tos iekrauj gaisa kuģī;
44. b)lidlauka iekārtas un rezerves daļas (arī dzinēji), ko ieved kādas Puses teritorijā, lai apkalpotu, apkoptu vai remontētu starptautiskā gaisa pārvadājumā izmantotu otras Puses aviosabiedrības gaisa kuģi;
45. c)smērvielas un tehniskās apkopes palīgmateriāli, ko ieved vai piegādā kādas Puses teritorijā, lai izmantotu otras Puses aviosabiedrības starptautiskā gaisa pārvadājumā iesaistītā gaisa kuģī, kaut arī minētos krājumus paredzēts izmantot ceļojuma daļā, kas notiks virs tās Puses teritorijas, kurā tos iekrauj gaisa kuģī; und) kā noteikts katras Puses muitas tiesību aktos, iespieddarbi, ko ieved vai piegādā vienas Puses teritorijā un iekrauj otras Puses aviosabiedrības starptautiskā gaisa pārvadājumā iesaistītā gaisa kuģī, kam paredzēts izlidot, kaut arī minētos krājumus paredzēts izmantot ceļojuma daļā, kas notiks virs tās Puses teritorijas, kurā tos iekrauj gaisa kuģī.3. Var prasīt, lai šā panta 1. un 2. punktā minētās iekārtas un krājumus glabātu attiecīgu iestāžu uzraudzībā un kontrolē.4. Šajā pantā paredzētie izņēmumi ir spēkā arī gadījumos, kad vienas Puses aviosabiedrības ir noslēgušas līgumu ar citu aviosabiedrību, kam otra Puse ir piešķīrusi tādus pašus atbrīvojumus, lai otras Puses teritorijā īrētu vai nodotu šā panta 1. un 2. punktā minētos izstrādājumus.5. Nekas šajā nolīgumā neliedz nevienai Pusei uzlikt nodokļus, maksājumus vai atlīdzības precēm, ko nepārdod pasažieru patēriņam gaisa kuģī, sniedzot gaisa pārvadājumu pakalpojumu starp diviem punktiem tās teritorijā, kur ir atļauts izkāpt vai iekāpt.6. Ja attiecībā uz degvielu, ko piegādā ASV aviosabiedrību gaisa kuģiem šo dalībvalstu teritorijā lidojumiem starp šīm dalībvalstīm, divas vai vairākas dalībvalstis paredzējušas atcelt Padomes Direktīvas 2003/96/EK (2003. gada 27. oktobris) 14. panta 1. punkta
46. b)apakšpunktā paredzēto atbrīvojumu, Apvienotā komiteja izskata šo jautājumu saskaņā ar 18. panta 4. punkta
47. e)apakšpunktu.7. Puse tās aviosabiedrības vai aviosabiedrību vārdā var lūgt otras Puses palīdzību, lai šā panta 1. un 2. punktā minētajām precēm nodrošinātu atbrīvojumu no nodokļiem, maksājumiem un atlīdzībām, ko uzliek valsts vai vietējās iestādes, kā arī atbrīvojumu no maksājumiem par degvielas apgrozījumu šajā pantā aprakstītajos apstākļos, izņemot gadījumus, ja maksājumi ir pamatoti ar sniegto pakalpojumu izmaksām. Atbildot uz šo lūgumu, otra Puse vērš attiecīgās valsts administrācijas nodaļas vai iestādes uzmanību uz lūguma iesniedzējas Puses viedokli un veicina to, lai šo viedokli attiecīgi ņemtu vērā.12. PANTSLietošanas maksa1. Lietošanas maksas, ko katras Puses kompetentās maksājumu uzlikšanas iestādes vai struktūras var uzlikt otras Puses aviosabiedrībām, ir taisnīgi noteiktas un samērīgas, tās nav netaisnīgi diskriminatīvas un ir objektīvi sadalītas pa lietotāju kategorijām. Katrā ziņā visas tādas lietotāju maksas otras Puses aviosabiedrībām aprēķina, ievērojot nosacījumus, kas nav mazāk izdevīgi nekā vislabvēlīgākie nosacījumi, kas ir pieejami jebkurai citai aviosabiedrībai maksas aprēķināšanas laikā.2. Lietošanas maksa, ko uzliek otras Puses aviosabiedrībām, var atspoguļot, bet nevar pārsniegt pilnas izmaksas, kas rodas kompetentajām iestādēm vai struktūrām par attiecīgās lidostas, lidostas vides, aeronavigācijas un aviācijas drošības iekārtu un pakalpojumu nodrošināšanu lidostā vai lidostu sistēmā. Tādas maksas var ietvert samērīgu peļņu no aktīviem pēc amortizācijas atskaitīšanas. Iekārtas un pakalpojumus, par ko nosaka maksas, nodrošina efektīvi un pamatojoties uz saimnieciskiem apsvērumiem.3. Katra Puse veicina savā teritorijā esošo kompetento maksājumu uzlikšanas iestāžu vai struktūru un pakalpojumu un iekārtu izmantotāju aviosabiedrību savstarpējas konsultācijas, kā arī veicina kompetento maksājumu uzlikšanas iestāžu vai struktūru un aviosabiedrību savstarpēju apmainīšanos ar informāciju, kas varētu būt vajadzīga, lai veiktu maksu pamatotības precīzu pārskatu saskaņā ar šā panta 1. un 2. punktā izklāstītiem principiem. Katra Puse rosina kompetentās maksājumu uzlikšanas iestādes vai struktūras loģiski paziņot par visiem ierosinājumiem mainīt lietošanas maksas, lai lietotāji varētu paust savu viedokli, pirms pārmaiņas veic.4. Domstarpību izšķiršanas procedūrās saskaņā ar 19. pantu nevar uzskatīt, ka kāda no Pusēm pārkāpusi šo pantu, izņemot tad, ja
48. a)tā loģiski pieņemamā laikā nav pārskatījusi lietotāju maksas vai praksi, kas ir otras Puses sūdzības priekšmets; vai
49. b)pēc tādas pārskatīšanas tā neveic visus tai iespējamos pasākumus, lai kompensētu jebkādu lietošanas maksu vai praksi, kas nav saskaņā ar šo pantu.13. PANTSCenas1. Cenas par gaisa pārvadājumu pakalpojumiem, ko sniedz saskaņā ar šo nolīgumu, nosaka brīvi, un tās nav ne jāapstiprina, ne jāreģistrē.2. Neatkarīgi no 1. punkta:
50. a)tādas cenas ieviešana vai turpmāka piemērošana, ko ierosinājusi noteikt vai nosaka ASV aviosabiedrība starptautiskiem gaisa pārvadājumiem starp vienu punktu kādā no dalībvalstīm un punktu citā dalībvalstī, atbilst Padomes Regulas (EEK) Nr. 2409/92 (1992. gada 23. jūlijs) 1. panta 3. punktam vai tiesību pārņēmējai regulai, kas nav lielākā mērā ierobežojoša;
51. b)saskaņā ar šo punktu Pušu aviosabiedrības atbildīgajām Pušu iestādēm pēc lūguma tūlīt nodrošina piekļuvi informācijai par vēsturiskām, pašreizējām un ierosinātām cenām tā, kā pieņemams šīm iestādēm, kā arī tām pieņemamā formā.14. PANTSValdības subsīdijas un atbalsts1. Puses atzīst, ka valdības subsīdijas un atbalsts var negatīvi ietekmēt godīgas un vienlīdzīgas konkurences iespējas, aviosabiedrībām sniedzot starptautiskus gaisa pārvadājumu pakalpojumus, uz ko attiecas šis nolīgums.2. Ja viena Puse uzskata, ka valdības subsīdijas vai atbalsts, ko paredz sniegt vai sniedz otra Puse šīs otras Puses aviosabiedrībām, varētu negatīvi ietekmēt vai negatīvi ietekmē pirmās Puses aviosabiedrību iespējas godīgi un vienlīdzīgi konkurēt, tā var iesniegt savus novērojumus minētajai otrai Pusei. Turklāt tā var lūgt sasaukt Apvienotās komitejas sanāksmi, kā paredzēts 18. pantā, lai apspriestu jautājumu un izstrādātu piemērotu reakciju, ja bažas atzītas par likumīgām.3. Katra Puse var vērsties pie atbildīgām valdības iestādēm otras Puses teritorijā, tostarp pie valsts, provinces vai vietējā līmeņa iestādēm, ja tā uzskata, ka paredzētā vai sniegtā subsīdija vai atbalsts negatīvi ietekmēs konkurenci, kā minēts 2. punktā. Ja Puse nolemj stāties tādos tiešos kontaktos, tā tūlīt informē otru Pusi ar diplomātisku līdzekļu starpniecību. Tā var arī lūgt Apvienotās komitejas sanāksmes sasaukšanu.4. Šajā pantā izvirzītie jautājumi varētu ietvert, piemēram, kapitāla ieguldījumus, šķērssubsidēšanu, dotācijas, garantijas, īpašumtiesības, nodokļu atvieglojumus vai atbrīvojumus no nodokļiem, ko piešķir jebkura valdības iestāde.15. PANTSVide1. Puses atzīst to, cik nozīmīga ir vides aizsardzība starptautiskas aviācijas politikas izstrādē un īstenošanā. Puses atzīst, ka vides aizsardzības pasākumu izmaksas un ieguvumi ir rūpīgi jāizsver, izstrādājot starp­tautisku aviācijas politiku.2. Pusei, apsverot ierosinātus vides aizsardzības pasākumus, būtu jānovērtē iespējamā negatīvā ietekme uz šajā nolīgumā ietverto tiesību izmantošanu, un, ja tādus pasākumus pieņem, tai būtu attiecīgi jārīkojas, lai mazinātu tādu negatīvu ietekmi.3. Pēc vides aizsardzības pasākumu noteikšanas ievēro aviācijas vides standartus, ko pieņēmusi Starptautiskā civilās aviācijas organizācija kā Konvencijas pielikumus, ja vien nav konstatētas atšķirības. Puses piemēro jebkādus vides aizsardzības pasākumus, kas ietekmē gaisa pārvadājumu pakalpojumus, uz ko attiecas šis nolīgums, saskaņā ar šā nolīguma 2. pantu un 3. panta 4. punktu.4. Ja viena Puse uzskata, ka ar aviācijas vides aizsardzību saistīts jautājums rada bažas par šā nolīguma piemērošanu vai īstenošanu, tā, kā paredzēts 18. pantā, var lūgt sasaukt Apvienotās komitejas sanāksmi, lai apspriestu jautājumu un izstrādātu piemērotu reakciju, ja bažas atzītas par likumīgām.16. PANTSPatērētāju aizsardzībaPuses apliecina patērētāju aizsardzības nozīmi, un katra Puse var lūgt Apvienotās komitejas sanāksmes sasaukšanu, lai pārrunātu patērētāju aizsardzības jautājumus, kurus lūguma iesniedzēja Puse atzīst par nozīmīgiem.17. PANTSDatorizētas rezervācijas sistēmas1. Datorizētu rezervācijas sistēmu (DRS) piegādātājiem, kas darbojas vienas Puses teritorijā, ir tiesības ievest un uzturēt savas DRS un nodrošināt tām brīvu pieeju ceļojumu aģentūrām vai ceļojumu sabiedrībām, kuru galvenā uzņēmējdarbība ir ar ceļojumiem saistītas produkcijas izplatīšana otrās Puses teritorijā, ja DRS atbilst visām attiecīgām otrās Puses normatīvām prasībām.2. Neviena Puse savā teritorijā nevar paredzēt vai ļaut paredzēt otrās Puses DRS piegādātājiem stingrākas prasības par attēlojumu uz DRS displeja (tostarp rediģēšanas un attēla parametrus), darbību, praksi, pārdošanu vai īpaš