Perhaps it is the easiest to explain in the form of an example. Air Canada is part of Star Alliance and Cathay Pacific is part of oneworld. However, they made the joint decision to schedule the code-sharing at both ends of their flights between Canada and Hong Kong: @Hung Nguyen: just a word of caution. Although QR has an interline agreement with the UN, most of these agreements only apply if you are travelling with a ticket, but not with separate tickets. There may be exceptions, but I don`t expect to check luggage for separate tickets. In aviation is one of the most exciting news for frequent flyers when airlines sign codeshare agreements. Today, these types of operations are often among the airlines that use them to expand their networks, even if they do not operate flights. But when did we start sharing code? Why is this kind of agreement important? Let`s take a closer look. The concept of a codeshare agreement was created in 1989 with Qantas and American Airlines. They offered a hub and spoke service with their homes at airports in Los Angeles, Sydney and Melbourne. In this article, we will understand what code-sharing agreements really are and how they bring benefits to both consumers and airlines involved. This code-sharing agreement can be a convenient way for a forwarder to allow access to a market without necessarily entering into a large-scale sales contract.
In many cases, space regulation is used when participating companies are not part of the same alliance or are generally not partners in any other way. It`s quite complex. The exporting airline essentially “sells” a certain block of seats on its flight (usually seats assigned on the seat card) to the marketing company. The marketing carrier, on the other hand, sells these seats to customers as if they were its own. The marketing carrier retains full control of the booking from the booking to the time of transfer to the exporting airline. The exporting airline doesn`t really have a clue who was booked under the marketing flight number, nor how many passengers were booked up to a certain point before departure, when the marketing company sends the NLP message (passenger name list) to the exporting airline (in turn, I will process it in a future mail). This type of agreement is not as common as over-the-counter, but is very useful for thieves in many cases. There is also a “flexible” locking system in which the marketing carrier can return seats not sold to the exporter, but this is not the case. What else do you know about codeshare agreements? Let us know in the comments. In this context, I often get questions from readers who ask to explain the difference between these different chords, so I thought it would be fun to do so in this post.
Before I do so, I would like to add two disclaimers: most Interline agreements include a section on registration, which means that the customer only has to register once for the entire itinerary. This is usually the case for the airline that operates the first segment of the flight. However, if you are unsure, contact the airline to make sure you check in for the entire itinerary and with the right airline to avoid extra charges or missed flights.