�ݺ�ߣshows by User: QihuaLin

�ݺ�ߣshows by User: QihuaLin / http://www.slideshare.net/images/logo.gif �ݺ�ߣshows by User: QihuaLin / Mon, 21 Sep 2015 19:15:31 GMT �ݺ�ߣShare feed for �ݺ�ߣshows by User: QihuaLin Freedom of the air /slideshow/freedom-of-the-air/53031580 freedomoftheair-150921191531-lva1-app6892
Traditionally, an airline needs the approval of the governments of the various countries involved before it can fly in or out of a country, or even fly over another country without landing. Prior to World War II, this did not present too many difficulties since the range of commercial planes was limited and air transport networks were in their infancy and nationally oriented. In 1944, an International Convention was held in Chicago to establish the framework for all future bilateral and multilateral agreements for the use of international air spaces. Five freedom rights were designed, but a multilateral agreement went only as far as the first two freedoms (right to overfly and right to make a technical stop). The first five freedoms are regularly exchanged between pairs of countries in Air Service Agreements. The remaining freedoms are becoming more important, however. Freedoms are not automatically granted to an airline as a right; they are privileges that have to be negotiated and can be the object of political pressures. All other freedoms have to be negotiated by bilateral agreements, such as the 1946 agreement between the United States and the UK, which permitted limited "fifth freedom" rights. The 1944 Convention has been extended since then, and there are currently nine different freedoms ]]>
Traditionally, an airline needs the approval of the governments of the various countries involved before it can fly in or out of a country, or even fly over another country without landing. Prior to World War II, this did not present too many difficulties since the range of commercial planes was limited and air transport networks were in their infancy and nationally oriented. In 1944, an International Convention was held in Chicago to establish the framework for all future bilateral and multilateral agreements for the use of international air spaces. Five freedom rights were designed, but a multilateral agreement went only as far as the first two freedoms (right to overfly and right to make a technical stop). The first five freedoms are regularly exchanged between pairs of countries in Air Service Agreements. The remaining freedoms are becoming more important, however. Freedoms are not automatically granted to an airline as a right; they are privileges that have to be negotiated and can be the object of political pressures. All other freedoms have to be negotiated by bilateral agreements, such as the 1946 agreement between the United States and the UK, which permitted limited "fifth freedom" rights. The 1944 Convention has been extended since then, and there are currently nine different freedoms ]]> Mon, 21 Sep 2015 19:15:31 GMT /slideshow/freedom-of-the-air/53031580 QihuaLin@slideshare.net(QihuaLin) Freedom of the air QihuaLin Traditionally, an airline needs the approval of the governments of the various countries involved before it can fly in or out of a country, or even fly over another country without landing. Prior to World War II, this did not present too many difficulties since the range of commercial planes was limited and air transport networks were in their infancy and nationally oriented. In 1944, an International Convention was held in Chicago to establish the framework for all future bilateral and multilateral agreements for the use of international air spaces. Five freedom rights were designed, but a multilateral agreement went only as far as the first two freedoms (right to overfly and right to make a technical stop). The first five freedoms are regularly exchanged between pairs of countries in Air Service Agreements. The remaining freedoms are becoming more important, however. Freedoms are not automatically granted to an airline as a right; they are privileges that have to be negotiated and can be the object of political pressures. All other freedoms have to be negotiated by bilateral agreements, such as the 1946 agreement between the United States and the UK, which permitted limited "fifth freedom" rights. The 1944 Convention has been extended since then, and there are currently nine different freedoms <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/freedomoftheair-150921191531-lva1-app6892-thumbnail.jpg?width=120&height=120&fit=bounds" /><br> Traditionally, an airline needs the approval of the governments of the various countries involved before it can fly in or out of a country, or even fly over another country without landing. Prior to World War II, this did not present too many difficulties since the range of commercial planes was limited and air transport networks were in their infancy and nationally oriented. In 1944, an International Convention was held in Chicago to establish the framework for all future bilateral and multilateral agreements for the use of international air spaces. Five freedom rights were designed, but a multilateral agreement went only as far as the first two freedoms (right to overfly and right to make a technical stop). The first five freedoms are regularly exchanged between pairs of countries in Air Service Agreements. The remaining freedoms are becoming more important, however. Freedoms are not automatically granted to an airline as a right; they are privileges that have to be negotiated and can be the object of political pressures. All other freedoms have to be negotiated by bilateral agreements, such as the 1946 agreement between the United States and the UK, which permitted limited "fifth freedom" rights. The 1944 Convention has been extended since then, and there are currently nine different freedoms

Freedom of the air from Qihua Lin

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0 https://cdn.slidesharecdn.com/profile-photo-QihuaLin-48x48.jpg?cb=1715481772 Qihua works for an eminent global aviation university. He has held a variety of specialist roles with Fortune 500 firms in aviation in addition to setting up the administration and logistics for a start-up. Having lived and worked across four continents, Qihua is an alumnus of the RMIT University and the University of Geneva. He is also a certified commercial pilot with an Instrument rating.