UK Operators - another hurdle post-Brexit
 

Our Company (UK-based long-range Bizjet operator) recently lost a Luton-Bahrain-Luton charter to a foreign operator. In normal circumstances not the end of the World (you win, you lose), but post Brexit, every non-UK/Bahraini operator would require the issuing of a Permit granting Seventh Freedom for this trip by UK CAA.

On further investigation, I discovered that UK CAA has issued approx 125 permits in the first three weeks of Jan alone to long-range biz-av operators requiring the granting of Seventh Freedom traffic rights to op either from or to the UK. The UK used to operate a non-objection system for such flights, but it is clear that this process is no longer in place. Has this procedure been formally cancelled or simply fallen into obsolescence through lack of use?

The CAA have clearly intimated that they will seek to protect (legally and fairly) the UK-charter fleet post-Brexit and will not freely issue higher freedom permits where capacity is available within the UK-operated fleet. This is clearly not the case with permissions being issued without question other than the obvious requirement to satisfy safety requirements.

Whilst the post-Brexit negotiations understandably are focussing on the solution to third and fourth freedom flights between UK and Europe, it seems that these higher permits have fallen through the cracks. European operators must be laughing all the way to the bank at the ease with which the UK is issuing permissions for Seventh freedoms; this being the one solitary area where the UK fleet could have clearly and immediately benefitted from the exit from Europe. Without wishing to start a tumult, I have no doubt that overseas authorities (both EU and further beyond) will not afford UK operators such lenience - and perhaps nor should they.

Any specific intel as to the formal status of UK non-objection protocols would be gratefully received.

The BBGA are onto this - talk to them

https://www.ainonline.com/aviation-n...outlook-bright

I can see there’s some engagement with UK CAA, but how effective is it?

The UK CAA were always going to be in favour of wresting power away from EASA via Brexit, yet UK commercial operators are being sacrificed. As operators raise their frustrations in achieving TCO approvals from individual states within Europe, the UK seems to have adopted an open doors policy.

Why would an operator remain within the UK under these circumstances? Flags of convenience exist even close to home.

What am I missing here? What’s the UK CAA’s strategy? Be amenable in the hope that the EU will get tired of proving the point that no ones leaves the EU and prospers?

Hi Twinjetter,

this is interesting. How do you see charter flights intern europe for G- reg in the future? and for europeans operator in the uk for cabotage?
thanks,
Alex