The sixth unofficial freedom binds the third and fourth freedoms and is the right to transport passengers or cargo from a second country to a third country by stopping in one`s own country. [6]:31 It can also be characterized as a form of fifth freedom with a stopover in the domestic market of the operating airline. This characterization is often invoked as a protectionist policy, because transport, like the movement of the fifth freedom, is, in nature, secondary to the transport of the third and fourth freedoms. [18]33-34 As a result, some nations try to regulate the movement of the sixth freedom, as if it were the fifth freedom. [19]:130 The seven and ninth unofficial freedoms are variations of the fifth freedom. It is the right to transport passengers or goods to foreign territories, without any travel in one`s own country, to or from their own country. [6]:31 The seventh freedom is to provide international services between two foreign countries, and the ninth between the points of a single foreign country. The fact that air freedoms are independent of trade agreements remains a key problem. There could therefore be a free trade agreement between two nations, which implies a liberalisation of trade activities and the possibility for the companies concerned to invest. However, their respective air carriers could continue to operate under the same trade restrictions as before the trade agreement. The eighth unofficial freedom is the right to transport passengers or cargo between two or more points in a foreign country and is also called cabotage. [6]:31 Outside Europe, this is extremely rare. The most important example is the European Union, where such rights exist among all its Member States.

The Internal Aviation Market (SAM) was established in 1996 between Australia and New Zealand; the 2001 Protocol to the Multilateral Agreement on the Liberalization of International Air Transport (MALIAT) between Brunei, Chile, New Zealand and Singapore; United Airlines` Island Hopper route from Guam to Honolulu can carry passengers within the Federated States of Micronesia and the Marshall Islands, although the countries involved are closely linked to the United States. In general, these rights have only been granted when the national air network is very underdeveloped. A remarkable example was the authority of Pan Ams, from the 1950s to the 1980s between Frankfurt and West Berlin, although political circumstances, not the state of the national air network, dictated it – only the allied airlines of France, the United Kingdom and the United States had the right to route air traffic between West Germany and the legally separate and separate area of West Berlin until 1990. [25] In 2005, the United Kingdom and New Zealand entered into an agreement granting unlimited coasting rights. [26] Given the distance between the two countries, the agreement can be seen as an expression of a political principle rather than as the expectation that those rights will be invoked in the near future. Similarly, in 1999, New Zealand exchanged eighth freedom rights with Ireland. [27] The Convention provided for the sovereignty of airspace over each state`s territory and five freedoms (later extended to nine by the addition of four unofficial freedoms) governing the freedom of states to conduct air flights (including the transport of passengers, cargo and mail) within, within and within the airspace of other states.