The precise requirements depend on the relevant air services agreement and current regulatory practice. Generally, both airlines must be properly designated or authorised, the arrangement must fall within the rights granted by the bilateral agreement, and the Civil Aviation Authority of Bangladesh must receive the required filings or grant approval for schedules and marketing. The other country's authority may impose its own requirements. We review the bilateral agreement, confirm the approvals needed on both sides and prepare the applications, so that the codeshare can be sold without regulatory objection or last-minute delays that disrupt planned sales campaigns.

Domestic air transport is generally reserved to Bangladeshi carriers, and foreign airlines do not normally hold cabotage rights. However, a foreign airline may be able to place its code on a Bangladeshi carrier's domestic flights that connect with its international services, depending on the applicable bilateral agreement, regulatory policy and approval. This can provide useful feed from cities such as Chattogram, Sylhet and Cox's Bazar. We assess whether such a domestic codeshare is permitted in the specific case and how to structure it safely within the rules, including the approvals required.

In a free-sale model, the marketing carrier sells seats on the operating carrier's flights from shared inventory, and pays the operating carrier for seats actually sold at agreed prorates. In a block-space model, the marketing carrier buys a fixed number of seats in advance and bears the risk of selling them. Block-space gives the marketing carrier more pricing freedom but more commercial risk, and it can raise different competition and regulatory questions. We help airlines choose the model that suits the route, demand and bilateral framework, and draft the commercial terms, including pricing, payment and capacity review mechanisms.

The Competition Act 2012 prohibits anti-competitive agreements and abuse of dominance affecting Bangladeshi markets, and it applies to airlines as to any other business. A simple interline or codeshare that adds connections is usually less sensitive than coordination on fares, capacity or schedules between competitors on the same route. Joint ventures with revenue sharing need careful assessment. We review the arrangement, advise on safeguards such as limits on information exchange, and coordinate with foreign counsel where authorities in the United States, the European Union or elsewhere may also be interested in the arrangement.

On international carriage, the Montreal Convention distinguishes between the contracting carrier that sold the ticket and the actual carrier that operated the flight, and passengers may generally claim against either for matters within the Convention. Foreign passenger rights rules, such as those in the European Union or United Kingdom, may also apply depending on the route and carrier. The partners should agree how claims, refunds, rebooking and compensation are handled and who ultimately bears the cost. We draft these provisions so that passengers are treated consistently and recovery between airlines is clear and enforceable.

Settlements between airlines are often made through industry clearing systems, but payments from Bangladesh still pass through the banking system and must comply with foreign exchange regulations administered by Bangladesh Bank and authorised dealer banks. Delays in remitting airline revenue have at times been a significant concern for foreign carriers operating to Dhaka. We advise on documentation, contractual payment mechanisms, security arrangements and the steps that help settlements move smoothly, and we act where amounts remain unpaid. Careful drafting of currency and timing clauses in the codeshare or interline agreement reduces later disputes.

Airlines are expected to satisfy themselves about the safety standards of their partners, particularly where their own code appears on a partner's flight. Agreements usually require recognised safety audit status, rights to review audit results, prompt notification of incidents and regulatory findings, and suspension rights if standards fall. Bangladeshi carriers seeking partners abroad should also consider the requirements of foreign regulators and alliance partners. We draft these provisions so that each airline can act quickly on safety concerns without breaching the agreement or creating unnecessary commercial disputes between the partners.

Many international airline agreements provide for arbitration, often in London, Singapore or another neutral seat, with English law governing the contract. Disputes about settlement amounts may first go through clearing house procedures. Where one party is a Bangladeshi carrier, enforcement of a foreign arbitral award in Bangladesh is governed by the Arbitration Act 2001, reflecting the New York Convention. We advise on dispute clauses and governing law when the agreement is first drafted, act in negotiations and arbitration, and enforce awards and judgments against assets in Bangladesh when partnerships end badly.