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316It must be noted that Annex 9 speci.es that the provisions of the Annex shall not preclude the application of national legislation with regard to aviation security measures or other necessary controls.
transportation services.317 The de.nition applicable in the United States identi.es a PNR as a repository of information that air carriers would need to make available upon request under existing regulations and refers to reservation information contained in a carrier’s electronic computer reservation system.318
The above de.nitions and identi.ers go to show that a PNR is developed and constructed from data that has been provided by or on behalf of the passenger concerning all the .ight segments of a journey.319 This data may be added to by the operator or his authorized agent, for example, changes to requested seating, special meals, additional services requested, etc. PNR data could be obtained in many ways. For example, information captured through reservations created by interna-tional sales organizations (global distribution systems “GDS” or computer reserva-tion systems “CRS”) with pertinent details of the PNR could be transmitted to the operating carrier(s). When reservations are made directly by the aircraft operator and the complete PNR is stored within the operator’s automated reservations systems, the information therein could be a useful repository of PNR data. Infor-mation contained in records of some operators who may hold sub-sets of the PNR data within their own automated departure control systems (DCS), for their infor-mation or for onward transmittal to contracted ground handling service providers, calculated to support airport check-in functions would be another way in which PNR data couldbe provided. However, it must be noted that in each case, operators (or their authorized agents) will have access to, and be able to amend only that data that has been provided to their system(s). An important consideration in this regard is that some DCS systems are programmed such that details emerging from check-in (i.e., seat and/or baggage information) can be overlaid into the existing PNR for each passenger. However, that capability is limited – covering less than 50% of operating systems today.
The time element, with regard to the capture and relevance of PNR data, is relevant to the use of such data. For instance, Data could be entered into a reservation system many days or weeks in advance of a .ight. This could extend to as long as 345 days in advance of departure. Under such circumstances, both the provider and the receiver of PNR data must bear in mind that Information in reservation systems is dynamic and may change continuously from the time when the .ight is open for booking. On the other hand, passenger and .ight information in the DCS, becomes available only from the time the .ight is “open” for check-in (up
317The Industry Standards related to PNR creation are detailed in IATA’s Passenger Services Conference Resolutions and in the ATA/IATA Reservations Interline Message Procedures (AIR-IMP) Manual.
318Passenger Name Record Information Required for Passengers on Flight in Foreign Air Trans-
portation to or from the United States of 2001, 66 Fed. Reg. 67482 (2002).
319There are two possible methods of PNR data transfer currently available: (a) the “pull” method,
under which the public authorities from the State requiring the data can reach into the aircraft
operator’s system and extract (“pull”) a copy of the required data into their database; and (b) the
“push” method, under which aircraft operators transmit (“push”) the required PNR data elements
into the database of the authority requesting them.
D. The Passenger Name Record
to 48 hours prior to departure). In such an instance, departure control information
for a .ight will be .nalized only upon .ight closure, and may remain available 12–24 hours after arrival of a .ight at its .nal destination.
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