With many areas of UK trade with Europe, the key question is whether a customs deal will be reached, preventing UK industries falling back on World Trade Organisation tariffs or agreements.
The EU is the destination for around half of all UK-exported aircraft and spacecraft. In 2016 goods worth around £178 billion were shipped by air between the UK and non-EU countries, more than 45 per cent of the UK’s non-EU trade by value. A staggering £8 billion is to be invested into the Aviation industry over the next five years, but its value depends entirely on how the Brexit negotiations go.
With Aviation, however, there are no previous agreements to fall back on. A deal must be agreed, and soon. This of course has led to some speculation that a no-deal scenario may be inevitable for the Aviation industry.
In the event of a no-deal Brexit, the UK’s Civil Aviation Authority would no longer have to abide by the European Aviation Safety Agency’s rules. This would mean a great many safety and maintenance regulations would be in flux.
The CAA could, in theory, take on all the same rules, and hire new staff to implement and oversee them, but it would also have to convince other international regulators to recognise it – a time-consuming process. More likely is that a temporary agreement is reached to maintain regulations as they were pre-referendum, which would only delaying the inevitable compromise that reached by both parties.
If no contingency plans are agreed upon, there could be no air travel between the UK and the EU on the departure date. On this Chancellor of the Exchequer Philip Hammond has said:
"It's very clear that mutual self-interest means that even if talks break down, even if there is no deal, there will be a very strong compulsion on both sides to reach agreement on an air traffic services arrangement."
Grounding planes helps no one and loses money on both sides. The UK’s Aviation network is the largest in Europe, so both sides have a vested interest in getting the most out of any potential deal.
The single European Training Certificate has reduced costs and training time. CAA certificates have likewise been accepted as legitimate and valid under EASA regulations. However, in the event of a no-deal Brexit, the UK would have to renegotiate what constitutes a qualified aircraft engineer.
Those educated and trained in the UK might need to apply to have their certificate converted into an EU-compatible version, or may even have to entirely retrain to earn another qualification.
Through years of solid partnership with EASA, the CAA’s authority and influence grew. Some feel that the sudden withdrawal of the UK from EASA’s ruling has undermined the organisation, and may impact how easy it is to reach an agreement, making a no-deal Brexit more likely.
In light of this, a dedicated and flexible team that can deliver results is vital to the Aviation sector’s success Is even more paramount. Any additional paperwork, checks or hold-ups need to be compensated for with speed and efficiency. Not cutting any corners on safety means that teams will need to be thorough and comprehensive. The time it takes from touchdown to take-off is now expected to rise, meaning more delays at airports.
But with so much confusion about the departure from EASA’s rulings, many UK and EU airlines and manufacturers may be left in the dark as to whose regulations they’re operating under when dealing with each other. Partnering with a specialised recruitment agency that focuses specifically on Aviation means you can rest assured that you’re in line with employment law and are getting the best candidates for the role no matter where they’re from.
In addition to the Covid-19 pandemic and rapid increase in demand for leisure and business flights over the past decade,...Read full blog