Avionics News February 2021 - 21

Brexit's impact on aviation
What you need to know
B Y

L I N D S E Y

The United Kingdom left the European Union
at midnight on Jan. 31, 2020, but Dec. 31, 2020,
marked the end of a transition period during
which the U.K. and EU negotiated details for how
the two entities will work and trade together in the
future. An agreement was finally reached Dec. 24.
Aviation regulatory and safety; customs and
immigration; and taxes and importation issues are just
a few of the topics relevant to the aviation industry.
Over the last few years, aviation organizations and
aviation professionals have wondered how airman
licensing, aircraft transactions, aircraft and parts
certifications and approvals, third-country operator
approvals and cabotage prohibitions would be
impacted by the split.
Many of these questions remain following the
Dec. 24 agreement.
Ric Peri, AEA vice president of government and
industry affairs, explained several relationships
are at play in these discussions - the relationship
between the European Union Aviation Safety
Agency and the UK Civil Aviation Authority
and the relationship between the UK CAA and
other regulatory authorities, including the Federal
Aviation Administration.
The Dec. 24 deal, as outlined in the Draft
EU-UK Trade and Cooperation Agreement,
describes intentions of the EU and U.K. to
cooperate to achieve a level playing field but
doesn't delve into many specific details.
" The agreement does not contain the level of
detail as a bilateral aviation safety agreement, but
you can't negotiate a bilateral if you're still the
same entity, " Peri said. Negotiations of specific
details can begin with the Trade and Cooperation
Agreement now in place.
However, the agreement does cover some highlevel commerce, parts, manufacturing and airspace
issues. Personnel licensing is also addressed, at least
in the near term: EASA licenses will be recognized by
the U.K., and a process will be established to convert

M C F A R R E N

EASA licenses to U.K. licenses where appropriate.
The agreement states existing design certificates
issued under EU rules before Jan. 1, 2021, remain
valid. However, future design approvals or
changes will require a validation process.
Aviation organizations, including commercial
operators and maintenance repair organizations, must
obtain third-country authorizations, though many
have already done so in preparation for Jan. 1.
The agreement also specifically addresses
cabotage; that is, the commercial transportation
of goods or passengers between two places in
the same country by a transport operator from
another country. As an example, a U.K. operator
cannot fly from London to Paris, pick up new
passengers, and then fly those passengers to New
York, although exemptions may be available for
all-cargo operations.
Technical implementation procedures related to
the agreement will be published at a future time.
Meanwhile, the U.S. holds separate agreements
with the U.K. and with the European Commission
to ensure continuity of aviation operations.
Existing BASAs between the U.S. and EU
remain in force, including a recent amendment
recognizing maintenance providers and allowing
reciprocal acceptance on flight simulation training
devices and recurrent evaluation and qualification
of such simulators.
A U.S./U.K. agreement includes transparent
guidance and procedures for operations, design,
airworthiness and maintenance.
" Brexit is now official, but this is just another
chapter of the Brexit story and not the end, " Peri
said. " This latest step allows both the UK CAA
and EASA to continue discussions to meet a final
agreement. Now, you'll start to see the detailed
agreements worked out. "
The AEA will continue to monitor this
developing situation and report back to members
as appropriate. q

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Avionics News February 2021

Table of Contents for the Digital Edition of Avionics News February 2021

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Avionics News February 2021 - Intro
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Avionics News February 2021 - Cover2
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