The privileges of this section do not apply to airports used for military purposes, excluding international scheduled air services. In areas of active hostility or military occupation and, in times of war, along the supply routes leading to these areas, the exercise of these privileges is subject to the approval of the competent military authorities. The ASA covers the basic framework under which airlines enjoy bilateral economic flight rights in two countries. Frequency, designated airlines of the two signatory states, points of origin and intermediate points, traffic rights, type of aircraft and tax issues are generally covered by soft. This agreement remains in force as long as the above agreement is in force; However, provided that any State Contracting Party to the Agreement can denounce it on a one-year note addressed to the Government of the United States of America, which promptly informs all other States Parties of this communication and its withdrawal. One of the first AAS after World War II was the Bermuda Agreement, signed in 1946 by the United Kingdom and the United States. The characteristics of this agreement have become models for the thousands of agreements that were to follow, although in recent decades some of the traditional clauses of these agreements have been amended (or “liberalized”) in accordance with the “open skies” policy of some governments, particularly the United States.  The bilateral system is based on the Chicago Convention and related multilateral treaties. The Chicago Convention was signed in December 1944 and has governed international air services ever since. the convention also contains a number of annexes covering issues such as aviation safety, safety monitoring, seaworthiness, navigation, environmental protection and facilities (acceleration and departure at airports). An air services agreement (also known as the ATA or ASA) is a bilateral agreement that allows international commercial air services between signatories. determine the route to be travelled on its territory by an international air service and the airports that such a service is authorized to use; This requirement must not discriminate between carriers operating on the same route, take into account the aircraft`s capacity and be exercised in such a way as not to interfere with the normal operation of the relevant international air services or the rights and obligations of a contracting state. A State party that has granted the airlines of another State Party the right to stop for non-traffic purposes may require those airlines to provide an appropriate commercial service at the points where those stops are made.
Where a dispute between two or more States parties concerning the interpretation or application of this agreement cannot be resolved through negotiations, the provisions of Chapter XVIII of that convention apply in the same way as they are, in reference to any difference of opinion regarding the interpretation or application of the aforementioned convention. collect or authorize fair and reasonable fees for the use of such airports and other facilities for this service; these charges cannot be higher than those paid for the use of these airports and facilities by their domestic aircraft using similar international services, provided that the fees levied for the use of airports and other facilities on the representation of an interested State party are subject to review by the Council of the International Civil Aviation Organization established by the aforementioned Convention. report to and make recommendations to the state or states concerned.