Brexit and the Aviation industry
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Brexit and the Aviation industry
A brief summary of the deal is out,
https://assets.publishing.service.go...UMMARY_PDF.pdf
Heading Two – Aviation
Title I – Air transport
99.The Agreement builds on existing precedent and sets out the arrangements for the operation of air transport services between the UK and the EU. UK airlines that are majority owned and controlled by UK and/ or EU/EEA/EFTA nationals at the end of December 2020 may continue to operate air transport services between the UK and the EU. EU airlines that are majority owned and controlled by EU/EEA/EFTA nationals may also continue to operate air transport services between the UK and the EU.
100. The Agreement provides operational flexibilities for UK and EU airlines. For example, UK airlines may lease aircraft and crew from UK or EU airlines and other providers to operate air transport services between the UK and the EU. UK airlines will also have extensive opportunities to cooperate with other airlines to offer a wide range of tickets to consumers.
101. The Agreement reflects the shared ambition of both the UK and the EU to cooperate in future, including commitments for continued cooperation and consultation on air traffic management, aviation security and consumer protection.
102. The Agreement also sets out the conditions under which the operation of air transport services between the UK and EU would not be permitted. Grounds for such action include reasons of aviation safety and security.
Title II - Aviation safety
103. The Agreement is largely in line with precedent and sets out a framework for cooperation on aviation safety, and a process for agreeing Annexes to the agreement that will facilitate recognition of UK and EU certificates, approvals and licences. Areas where the UK and EU could agree Annexes in future include: monitoring of maintenance organisations; personnel licences and training; operation of aircraft; and air traffic management.
104. The airworthiness Annex to the Agreement sets out the conditions for the UK and EU to recognise each other’s aeronautical products and designs. For example, minor changes and repairs to aeronautical products and designs that are approved in the UK will be automatically accepted by the EU. In addition, the Annex foresees the possibility of the EU extending their scope of automatic recognition of UK aeronautical products and designs once it gains confidence in the UK’s capability for overseeing design certification.
105. The Annex also provides for the recognition of production certificates and regulatory oversight. For example, UK production certificates and oversight will be automatically recognised by the EU providing that the relevant aeronautical products were subject to UK oversight before the end of December 2020.
Title I – Air transport
99.The Agreement builds on existing precedent and sets out the arrangements for the operation of air transport services between the UK and the EU. UK airlines that are majority owned and controlled by UK and/ or EU/EEA/EFTA nationals at the end of December 2020 may continue to operate air transport services between the UK and the EU. EU airlines that are majority owned and controlled by EU/EEA/EFTA nationals may also continue to operate air transport services between the UK and the EU.
100. The Agreement provides operational flexibilities for UK and EU airlines. For example, UK airlines may lease aircraft and crew from UK or EU airlines and other providers to operate air transport services between the UK and the EU. UK airlines will also have extensive opportunities to cooperate with other airlines to offer a wide range of tickets to consumers.
101. The Agreement reflects the shared ambition of both the UK and the EU to cooperate in future, including commitments for continued cooperation and consultation on air traffic management, aviation security and consumer protection.
102. The Agreement also sets out the conditions under which the operation of air transport services between the UK and EU would not be permitted. Grounds for such action include reasons of aviation safety and security.
Title II - Aviation safety
103. The Agreement is largely in line with precedent and sets out a framework for cooperation on aviation safety, and a process for agreeing Annexes to the agreement that will facilitate recognition of UK and EU certificates, approvals and licences. Areas where the UK and EU could agree Annexes in future include: monitoring of maintenance organisations; personnel licences and training; operation of aircraft; and air traffic management.
104. The airworthiness Annex to the Agreement sets out the conditions for the UK and EU to recognise each other’s aeronautical products and designs. For example, minor changes and repairs to aeronautical products and designs that are approved in the UK will be automatically accepted by the EU. In addition, the Annex foresees the possibility of the EU extending their scope of automatic recognition of UK aeronautical products and designs once it gains confidence in the UK’s capability for overseeing design certification.
105. The Annex also provides for the recognition of production certificates and regulatory oversight. For example, UK production certificates and oversight will be automatically recognised by the EU providing that the relevant aeronautical products were subject to UK oversight before the end of December 2020.
What will happen to IAG, being EU based, and BA?
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armagnac2010
I know. There were an awful lot of Air France, KLM, Aegean, LOT and TAROM aircraft flying UK domestic routes. They didn't deserve such a devastating blow, but what can we do about it, life is unfair.
On a serious note, the LCCs did the right thing back in the day by separating their UK businesses into UK AOCs.
I know. There were an awful lot of Air France, KLM, Aegean, LOT and TAROM aircraft flying UK domestic routes. They didn't deserve such a devastating blow, but what can we do about it, life is unfair.
On a serious note, the LCCs did the right thing back in the day by separating their UK businesses into UK AOCs.
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After 4.5 years surely the people managing these airlines would have anticipated this and made their plans accordingly? I know that 2020 has had a huge impact on everyone, but the world continues to rotate.
The present status of the UK having left EASA is, that the UK CAA recognises and accepts EASA competence, but not the other way around. It's a major pain in the administrative posterior, not least knowing it's only a matter of time before EASA adopts mutual recognition. So thousands of aviation business, who are already struggling, will be wasting thousands of man-hours on quality and administration changes that will almost certainly be rolled back within a year but probably a lot sooner.
Bonkers.
Bonkers.
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PaulH1
Easy have an issue in that less that 50% of their ownership is EU/EEA/EFTA nationals - they have proposed that UK shareholders lose voting rights but I'm not sure if that is enough to meet EU rules.
Easy have an issue in that less that 50% of their ownership is EU/EEA/EFTA nationals - they have proposed that UK shareholders lose voting rights but I'm not sure if that is enough to meet EU rules.
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For example, UK airlines may lease aircraft and crew from UK or EU airlines and other providers to operate air transport services between the UK and the EU. UK airlines will also have extensive opportunities to cooperate with other airlines to offer a wide range of tickets to consumers.
I must’ve read a different set of regs to many here. I’m not seeing the issue. It’s largely the status quo, no?
To those of you making Armageddon type posts, what is the problem here? BA can wet lease in an Air France plane and crew if they want. Just like before Brexit.
As already mentioned, there’s no significant, if any at all, market for non-U.K. airlines to operate solely U.K. domestic routes. Any EU airline that wants to do that, will have to get a U.K. AOC. Which already happens; Ryanair, Aer Lingus, Wizz, Norwegian, etc.
Also, IAG is not an airline. Someone mentioned that as a particular issue. Iberia is permitted too fly MAD-LHR under these new regs just like pre-Brexit.
These regs even say personnel licensing will be recognised etc.
Again, other than minor rule tweaks just to make this Brexit deal look real and genuine, what is the issue here with these new rules?
To those of you making Armageddon type posts, what is the problem here? BA can wet lease in an Air France plane and crew if they want. Just like before Brexit.
As already mentioned, there’s no significant, if any at all, market for non-U.K. airlines to operate solely U.K. domestic routes. Any EU airline that wants to do that, will have to get a U.K. AOC. Which already happens; Ryanair, Aer Lingus, Wizz, Norwegian, etc.
Also, IAG is not an airline. Someone mentioned that as a particular issue. Iberia is permitted too fly MAD-LHR under these new regs just like pre-Brexit.
These regs even say personnel licensing will be recognised etc.
Again, other than minor rule tweaks just to make this Brexit deal look real and genuine, what is the issue here with these new rules?
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I assume we will find out exactly if our licences will be recognised or not. I do believe it is been said the a wide range of professional qualifications will not be. Only time will tell.
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Yes, except for: UK leaving EASA, UK not being able to operate intra-EU flights and vice versa for EU airlines, UK issued licences not being valid on EASA aircraft (while vice versa will be valid for at least the next 2 years) and a huge cost incurred by everyone, from policy makers through regulators to operators, all of which will undoubtedly be passed on to either the taxpayers or consumers, as appropriate.
But other than that, yes, nothing is really changing.
But other than that, yes, nothing is really changing.
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103. The Agreement is largely in line with precedent and sets out a framework for cooperation on aviation safety, and a process for agreeing Annexes to the agreement that will facilitate recognition of UK and EU certificates, approvals and licences. Areas where the UK and EU could agree Annexes in future include: monitoring of maintenance organisations; personnel licences and training; operation of aircraft; and air traffic management.
Says EASA will continue to recognise UK Licenses or have I missed something ?
Says EASA will continue to recognise UK Licenses or have I missed something ?