The EU rules retain the principles of global industry guidelines called the Worldwide Airport Slot Guidelines (WASG). The UK left the European Union on 31 January 2020 and is currently in a Transition Period until 31 December 2020, during which time EU law continues to apply. The EU rules have been transposed into UK law. SlotLink is IATA's workspace dedicated to Airline slot allocation related activities. Below you will find information regarding SlotLink's functions and content, as well as how SlotLink can enhance slot allocations processes. Forty years ago, recognizing the imminent challenge of restrictions to airport slots capacity, the Worldwide Slots Guidelines (WSG) were created. The guidelines have been published and administered by IATA and largely implemented by slot coordinators at local level. They are the bedrock of the aviation scheduling system.

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“Today, the WSG is being used at about 200 airports accounting for 43% of global traffic,” De Juniac said in an interview with Gulf Times in Doha on Tuesday.
WSG, the IATA chief insisted, is a “well-established” global system for allocating airport slots.
“The problem is that more people want to fly than airports have the capacity to accommodate. The solution is to build more capacity.
“But that is not happening fast enough. So, we have a globally-agreed system to allocate slots at capacity constrained airports,” De Juniac noted.
Earlier, addressing the opening session of the ‘CAPA Aeropolitical and Regulatory Affairs Summit’ at Sheraton Doha yesterday he said, “Some governments have tried to tinker with the system. And we have fiercely resisted. Why? Because allocating a slot at Tokyo, for example, means nothing if there isn’t a corresponding slot available at the destination at the required time. The system will only work if the parties at both ends of a route are using the same rules. Tinkering by any participant messes it up for everybody!
“Like any system, it can always be improved. That’s why we are working with Airports Council International (ACI) on optimisation proposals.”
De Juniac said something that has come to light in the process is that there is no standard methodology for airports to declare their capacity. And it is becoming clear that under-declaration by airports is an artificial limit on capacity and a handicap on the system that must be remedied.
“We reject categorically, however, proposals for slot auctioning,” De Juniac said.
An important principle of ‘Smarter Regulation’ is that it creates value as measured by cost-benefit analysis. Auctioning does not create more capacity. It would, however, add costs to the industry.
And, it will be detrimental to competition as new capacity would only be available to those airlines with the deepest pockets.
“By all means, let’s make the WSG work better. But let’s not compromise the value that is inherent in a reliable, transparent, neutral and global system — a system that has enabled the growth of a fiercely competitive industry. I hope that this afternoon’s discussion on slots will yield some good ideas,” De Juniac said.
He said, “Aviation is a global industry. This year it will safely meet the transport needs of 4.6bn travellers. It will power the global economy by transporting 66mn tonnes of cargo, the value of which accounts for a third of global trade.
“The industry’s footprint extends to every corner of the earth. Never before have we been so connected to each other. And as the density of global connectivity grows each year, the world becomes more prosperous.”
De Juniac noted that “aviation is the business of freedom”.
“At the IATA AGM here in Doha in 2014, we celebrated the centenary of the first commercial flight. Aviation has changed the world for the better by pushing back the horizons of distance and fuelling globalisation. As an industry, we can be proud.
“We could not, however, operate at the current level of safety, with the same level of efficiency or at the scale that we do without commonly understood and implemented rules of the game. Regulation is vitally important to aviation.”
Many have the impression that trade associations “fight” regulation.
“As the director-general of IATA, it is true that much of my time is focused on advocacy, but with the aim of achieving the regulatory structure needed for aviation’s success.
'On the one hand, that means working with governments directly and through the International Civil Aviation Organisation (ICAO) to produce regulation that enables aviation to fulfil its mission as the ‘business of freedom’. On the other hand, it means rallying the airlines to agree global standards that support the global system.
'To complete the metaphor, global standards and regulation work hand-in-hand to make flying safe, efficient and sustainable.
“And by sustainable, I mean both in terms of the environment and the industry’s finances,” he said.

in Air Transport

IATA and the International Federation of Air Line Pilots’ Associations (IFALPA) have jointly called on governments to follow the International Civil Aviation Organization (ICAO) Council Aviation Recovery Task Force (CART) guidelines to exempt crews from COVID-19 testing that is applied to air travellers.

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The CART guidelines specifically recommend that crew members should not be subject to screening or restrictions applicable to other travellers. Expansion slots meaning in tamil translation. Furthermore, according to CART. health screening methods for crew members should be as “non-invasive as possible.”

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Despite this guidance, an increasing number of States are applying the same public health measures for crew that are applied to the general traveling public. Such measures include providing proof of a negative COVID test prior to departure and in some cases a second negative COVID test is required upon arrival. Furthermore, several civil aviation regulators only allow crew members with a negative COVID-19 PCR test certificate to layover in their respective countries.

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“These measures not only contravene the recommended ICAO global guidance, they fail to take into account the fact that interactions with the local population are minimised,” said Gilberto Lopez Meyer, IATA’s senior vice president, safety and flight operations. For example, crew on layover are often restricted to the hotel. Such measures also ignore the fact that airlines already comply with the requirements of their home country health protection and monitoring programs to manage crew health, which typically includes measures to reduce the risk of infection.

“The measures being employed by some States are not only contravening the recommended guidance but are also putting undue stress and pressure on crews. The guidance provided has been carefully developed to ensure operations can continue without jeopardizing safety for both crews and passengers,” said Captain Jack Netskar, IFALPA President.

Poker blinds explained 3. In addition to the intrusion and physical discomfort of daily COVID-19 testing, there are significant cost considerations. One global airline has estimated the cost of complying with such requirements for a single daily flight would add up to an additional US $950,000 per year.

“Airlines are willing to invest in safety that delivers meaningful outcomes, but that is not the case with unilateral, uncoordinated testing requirements. States should acknowledge that crew present a different risk profile than passengers and that more flexibility and relaxation of testing requirements and/or quarantine could be considered including exemptions,” said Lopez Meyer.