The contract disappointed European airlines because they felt chosen for US airlines: while US airlines are allowed to operate flights within the EU (when it is an all-cargo flight or a passenger flight, if this is the second leg of a flight launched in the United States), European airlines are not allowed to fly intra-U.S. flights, nor can they acquire a controlling interest in the an American operator.  The agreement replaced and replaced the old open skies agreements between the United States and some European countries. Agreements with Australia, Switzerland and Japan allow the use of an Australian, Swiss or Japanese air carrier for international travel between the United States and these countries as long as there is no “City Pair” fare between the cities of origin and destination. In addition to the typical scope of bilateral air services agreements, the EU-US Air Services Agreement has created a modern legal framework to promote safe, affordable, cost-effective and competitive air transport. This strong cooperation framework enables the EU and the US to meet new challenges in the areas of security, security, environment and climate, competition policy and business. The AIR Services Agreement between the EU and the US also guarantees recognition of the EU name (equal access to all EU air carriers) and thus provides legal certainty to the transatlantic market, given the requirements of the European Court of Justice rulings on open skies. As part of the agreement, London Heathrow was open to full competition. This is the end of the exclusive right granted to only two American airlines and two British airlines (introduced in 1977 under the Bermuda II Agreement and for which UK foreign traffic rights are in effect in the United States) to fly transatlantic flights from Heathrow.
These four airlines were British Airways, Virgin Atlantic, United Airlines and American Airlines. The United States has made open skis with more than 100 partners from all regions of the world and at all levels of economic development. In addition to the bilateral open skies agreements, the United States negotiated two multilateral open skies agreements: (1) the 2001 Multilateral Agreement on the Liberalization of International Air Transport (MALIAT) with New Zealand, Singapore, Brunei and Chile, to which Samoa, Tonga and Mongolia subsequently joined; and (2) the 2007 Air Services Agreement with the European Community and its 27 Member States. The “open skies” treaty is indefinite and open to the accession of other states. The republics of the former Soviet Union (U.S.S.R.), which are not yet contracting parties, can join at any time. Applications from other interested countries are subject to a consensus decision by the Open Skis Advisory Board (OSCC).  Since it came into force in 2002, eight countries have joined the treaty: Bosnia and Herzegovina, Croatia, Estonia, Finland, Latvia, Lithuania, Slovenia and Sweden. Austria, Cyprus, Ireland, Switzerland, Serbia, Montenegro, Albania, Northern Macedonia, Moldova, Armenia and Uzbekistan are particularly absent. The Republic of Cyprus applied to join the treaty in 2002; But since then, Turkey has blocked its accession. [Citation required] “Open skies agreements” are bilateral or multilateral agreements between the U.S. government and foreign governments that allow travelers to use foreign airlines from those countries for state-funded international travel. America`s open skies policy goes hand in hand with the globalization of airlines.
With airlines` unlimited access to our partners` markets and the right to fly all intermediate points and crossing points, open-air agreements offer maximum flexibility for airline alliances.