SGHA 2018 does not deal entirely with data protection, although the definition of eTickets tickets has been expanded. The initial clause 5.10 of SGHA 2013, which states that „contracting parties agree to comply with all applicable data protection laws when providing services,“ has been removed. The amended clause 7.3 and the new clause 7.4 give the handler the right to suspend services if the airline does not require an immediate advance or cash payment in the event of insolvency. Given the historical liquidity problems faced by some airlines, it is perhaps surprising that these clauses have not yet been included in the SGHA. This does not mean that the resolution of the companies will be nothing but unsecured creditors for unpaid bills. Under current SGHA legislation, cash advances or advances may violate applicable local insolvency legislation. IATA has explicitly identified its resolutions and standard practices as benchmarks for the provision of services to businesses and has written them down in the new paragraphs 5.3 (a) and (b). 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).
This new clause will protect assistance companies if an airline attempts to circumvent an unfavourable contract and merely include its requirements „in the source.“ Data protection has been added to the compliance checklist under Article 1.1 of SGHA 2018. The effect of this amendment is likely to raise data protection to the level of anti-corruption, competition and child labour prohibitions. In addition, it is also useful not to overburden the SGHA with data protection legislation. 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. Check out the latest updates to the IATA SGHA 2018 model and the new Service Level Agreement (SLA) model. This advanced course covers the main elements of SGHA 2018 and provides an overview of concepts and structure at the company level. Learn how to use the latest tools to improve collaboration and safeguard business interest by combining Schedule B and AHM803 ALS models.
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. The 38th edition of the IATA Airport Handling Manual (AHM) is now live. The AHM contains the most recent iteration of the SGHA, which reflects the evolution of aviation and more broadly, and which results from the consultation and contribution of airlines, handling companies and other players in the sector. 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 more detailed documentation requirements for cargo shipments and handling of irregularities (AnnexS A 5.3.1 and 5.7).