It goes without saying that airlines have their own ground operating manuals, other service provider guidelines, codes of conduct, approach policies, customer service (e.g.B. customer charter), style and even brand. Handling companies are often the face of an airline in an airport. Airlines must provide sufficient information to enable assistance companies to perform the processing properly (new point 5.1). The new clause 3.3 of SGHA 2018 prohibits self-help if an institution has already outsourced it under the SGHA. In Europe, for example, the 1996 European Directive on Stopover Assistance (96/67/EC) opened up the market for stopover assistance to competition and maintained the general freedom of the airline to self-manage at an airport. SGHA 2018 has highlighted broader audit rights under Clause 5.9 to allow other carriers within an IATA audit pool to review the handling company in favour of this pool. Currently, there are 37 airlines within the ISAGO Audit Pool, which can benefit from joint audit reports for the same handler at a given airport. However, in practice, it is difficult to imagine, unless an airline has sufficient resources (for example. B of ground support personnel and equipment) who are ready to follow in the footsteps of a well-established operator.
Most airlines are thinner and thinner. Within SGHA 2013, there was some confusion about the deadline for obtaining damages from a carrier. The confusion was caused by the following sentence: “Any claim must be filed within the time frame set out in section 31.2 of the 1999 Montreal Convention.” Section 31.2 sets the deadlines for filing claims of persons authorized for delivery for damaged and late shipments, 14 and 21 days respectively. A carrier`s claims against a ground carrier are not addressed. Ludwig Dorfmeier, Director – Contract Air, Middle East and Africa, DHL Aviation EEMEA With a B.Sc in aviation management, an MBA and 15 years of flying experience behind me, I wanted to refresh my knowledge – this time with a focus on ground operations. I have researched several programs at the executive level, but I opted for the IATA diploma program because of its reputation and comfortable spa plan. The SGHA-SLA – Effective Negotiation Behaviors workshop was an excellent introduction to IATA courses and introduction for ground training. I work every day with SGHAs – mainly water rental and dry rental contracts – and this hands-on course has allowed me to make full use of the manual and formulate solutions to the problems encountered when they appear on the ramp. Thanks to many training opportunities offered during the course, I also feel more confident in entering into agreements with our historical pool of operators. The theory is great, but it is the experience that teachers and other participants bring into the classroom that I find most beneficial.
I recently took a course with a group of representatives from the CAA and the Nigerian Airport Authority, a country in which DHL operates. It was a valuable opportunity to meet some of the people I work with and see how we can strengthen our cooperation on common issues. My colleagues are very aware of my training history at IATA and I recommend IATA courses for those who wish to promote their careers in aviation. I firmly believe that IATA courses and diplomas are useful at all career levels and enhance the credibility of individuals and businesses. The training provisions contained in the new Term 5.6 contain the knowledge by trade agents of rules and regulations as a minimum and cross-reference to IATA documents in point 5.3. It will be interesting to see how claims are handled and whether internal flight processes are the result of tracking and tracking cargo claims. Improvements can be made when airlines use