Avionics News May 2020 - 29

basis to EU aviation products and services. Further, the FAA-EASA
Technical Implementation Procedures and Maintenance Annex
Guidance will continue to apply to U.K.-based organizations.
The EU and U.K. have agreed to a transition period as part of
the U.K.'s withdrawal. A recent statement from the U.K. CAA
reads: "During this transition period, EU law will continue
to apply, and the U.K. and its aviation sector will continue
to participate in the EASA system while the future U.K.-EU
relationship on aviation is determined."
In other words, during this time, the U.K. is treated as an
EU member state but
cannot participate in
most decision-making
activities. This transition
WHAT DOES
period is expected to last
BREXIT MEAN
until Dec. 31, 2020, but
FOR AVIATION
it can be extended upon
ORGANIZATIONS
mutual agreement from
both the U.K. and EU.
AND INDIVIDUALS
During this transition,
IN THE AVIATION
there will be no visible
INDUSTRY,
changes to aviation
safety oversight for
operators, repair
stations, manufacturers
or others. All existing
agreements and
certifications will
remain in effect.
The projected
relationship between the U.K. and the EASA after the transition
period is harder to determine, and formal negotiations
between the U.K. and EASA were postponed due to the global
COVID-19 crisis.
Two scenarios are possible. In the first, the U.K. would
remain an EASA "associated country," similar to the non-EU
countries of Iceland, Liechtenstein, Norway and Switzerland,
which participate in the EASA for safety and regulatory
issues. This helps ensure harmonization of aviation safety
and regulation in Europe but allows each country to retain
sovereignty, requiring they hold their own safety bilateral
aviation safety agreements with other countries, so long as
those agreements do not contradict with EASA interests.
However, the U.K. recently published "The Future

INCLUDING
PILOTS AND
MECHANICS?

Continued on following page

CABOTAGE

Cabotage is the transportation of goods
or passengers between two places in the
same country by a transport operator
from another country. Most countries
prohibit the carriage of passengers and
cargo within the host country for hire
by foreign-registered aircraft, thereby
prohibiting cabotage.

For example, a U.S. charter operator is
generally permitted to fly passengers from
Chicago to Toronto, then fly those same
passengers on to Vancouver, then return
those passengers to Chicago. But the U.S.
charter operator may not fly passengers
from Chicago to Toronto, then begin a new
trip in Toronto with new passengers and fly
them to Vancouver.
In the context of Brexit, a U.K.-based
commercial operator - prior to Brexit -
could fly passengers from England to
Paris, then pick up different passengers for
the trip back to England or even for a trip
to another EU location. Though technically
cabotage, an EU-based commercial operator was permitted to conduct commercial
flights between two points anywhere in the
EU without cabotage prohibitions.
Now that the U.K. will be on the outside
after the transition period expires, will
cabotage limitations impact operators' ability to conduct flights for hire between the
U.K. and EU member states? Will a U.K.based commercial operator be permitted to
conduct intra-EU services? Will U.S.-based
operators be impacted in some way?
Cabotage laws vary from one country to
the next. Commercial operators must stay
tuned to see if or how cabotage restrictions might impact their operations. The
U.K.'s proposed CATA would likely address this issue. q
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*

may

2020

29



Avionics News May 2020

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