Executive charter after Brexit
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Executive charter after Brexit
At my local UK airport a significant number of chartered aircraft are from either Germany or Austria, if/when Brexit happens will it be just as easy to charter these European aircraft or might UK registered aircraft have an advantage. This is a total open question as I haven't got a clue as to what might happen.
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Hello!
Welcome to the club
By the end of the week we will know more.
But two possible scenarios are:
- No deal (or "bad deal") Brexit: Border crossing flights will become more difficult for everybody. British as well as EU companies. Flights within Britain will become mainly a British thing, so a clear advantage for UK companies. These however will find it difficult to operate intra EU. UK pilots will no longer be able to (easily) fly for EU companies and vice-versa.
- Good deal Brexit or no Brexit at all (there is still some hope for the latter): Everything stays as it is now.
Regards
Max
Welcome to the club
By the end of the week we will know more.But two possible scenarios are:
- No deal (or "bad deal") Brexit: Border crossing flights will become more difficult for everybody. British as well as EU companies. Flights within Britain will become mainly a British thing, so a clear advantage for UK companies. These however will find it difficult to operate intra EU. UK pilots will no longer be able to (easily) fly for EU companies and vice-versa.
- Good deal Brexit or no Brexit at all (there is still some hope for the latter): Everything stays as it is now.
Regards
Max
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There will be some kind of agreement - even if just only temporary - that EU and UK carriers are allowed to continue to do business as usual.
For UK to EU flights or vice versa it will still be possible (I would assume without permissions even).
For intra UK flights there might be some kind of carbotage rules in force but don't overestimate the potential of intra UK ops to EU carriers at the moment.
Overall the UK carriers have much more to loose than EU carriers if it comes to commercial business charter OPS. It will be - in the future - difficult to operate intra EU flights for UK AOC holders and the market is much bigger than any intra UK market.
Additional to that the UK charter scene is almost non existent anyways for the past couple of years. Whenever you land at the large UK Bizav airports like EGLF, EGKB, EGGW, etc the majority of carriers are based outside of the UK. Funny for the largest market in European aviation, isn't? Tough times ahead for the remaining commercial Bizav companies left in UK.
For UK to EU flights or vice versa it will still be possible (I would assume without permissions even).
For intra UK flights there might be some kind of carbotage rules in force but don't overestimate the potential of intra UK ops to EU carriers at the moment.
Overall the UK carriers have much more to loose than EU carriers if it comes to commercial business charter OPS. It will be - in the future - difficult to operate intra EU flights for UK AOC holders and the market is much bigger than any intra UK market.
Additional to that the UK charter scene is almost non existent anyways for the past couple of years. Whenever you land at the large UK Bizav airports like EGLF, EGKB, EGGW, etc the majority of carriers are based outside of the UK. Funny for the largest market in European aviation, isn't? Tough times ahead for the remaining commercial Bizav companies left in UK.
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CAA will permit EU operators a blanket third country operators (TCO) certificate initially for 3 months, with a view to a longer permit being the next step
for EU operators it will mean some additional paperwork but no material effect on their ops
UK operators flying charters within Europe however, possible different kettle of fish... I expect some additional 9H- type AOC operations being set up if it starts hurting the UK guys
for EU operators it will mean some additional paperwork but no material effect on their ops
UK operators flying charters within Europe however, possible different kettle of fish... I expect some additional 9H- type AOC operations being set up if it starts hurting the UK guys
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Hurting the UK in a lot of ways:
Downside:
-No more cabotage in Europe
-Only to and from flights to the UK on G reg aircraft
-a lot of UK reg aircraft will move out to other registers
-VAT might be payable on aircraft that were previously in free circulation in the EU
-UK CAA has to choose between EASA or FAA as no sane person will want to have an aircraft on a UK CAA MX program.. Most likely EASA...
-UK crew cannot be on contract in Europe anymore as they were before
-UK CAA who is funded by it's users (pilots, engineers, AOC's etc) have lost a lot of them and will have funding issues -> prices go up for users..
-UK CAA has a shortfall of 300 plus experienced staff in a market where ther is already a shortage
Upside:
-Blue passport back
Downside:
-No more cabotage in Europe
-Only to and from flights to the UK on G reg aircraft
-a lot of UK reg aircraft will move out to other registers
-VAT might be payable on aircraft that were previously in free circulation in the EU
-UK CAA has to choose between EASA or FAA as no sane person will want to have an aircraft on a UK CAA MX program.. Most likely EASA...
-UK crew cannot be on contract in Europe anymore as they were before
-UK CAA who is funded by it's users (pilots, engineers, AOC's etc) have lost a lot of them and will have funding issues -> prices go up for users..
-UK CAA has a shortfall of 300 plus experienced staff in a market where ther is already a shortage
Upside:
-Blue passport back
