Commissioner Vălean meeting with AIRE
Ref. Ares(2020)3785397 - 17/07/2020
Commissioner Office, 04/02/2020
Commissioner Adina-Ioana Vălean
Meeting with the Airlines International Representation in Europe (AIRE)
04/02/2020
Commissioner Office
Brussels
Member of Cabinet responsible: Gaëlle MICHELIER
Member accompanying:
DG participant(s): (including contact number):
Meeting with AIRE
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Commissioner Vălean meeting with AIRE
Commissioner Office, 04/02/2020
Scene Setter
AIRE members are AirExplore (SK), AlbaStar (ES), EuroAtlantic Airways, LOT,
Evelop!, Neos, Transavia (NL), Novair (SE), Wamos Air (ES) and Turkish
Airlines (TK), and associated members – Boeing, Embraer, Goldair Handling,
Leading Edge, RDC Aviation, Spot Reisen, Swissport. You will meet with:
Airline Members
Rafal Milczarski, President AIRE, CEO LOT Polish Airlines
Michael Harrington, Vice President AIRE, Managing Director, AlbaStar
Eugénio Fernandes, CEO euroAtlantic Airways
Justo Hernández Soto, Environmental & Industrial Affairs Director, WAMOS Air
Andrzej Rode, CEO Advisor, Innovation and Strategy Department, LOT Polish Airlines
AIRE Secretariat
Sylviane Lust, Director General
Koen Vermeir, Director Aeropolitical and Industry Affairs
They would like to discuss the following issues (and have the following
positions):
Air Passenger Rights - AIRE believes the current proposal is still fit for
purpose and remedies the lack of clarity of the current Regulation,
Environment - AIRE supports the use of sustainable alternative fuels and will
probably express concerns related to the legislative context on ETS/CORSIA,
where AIRE supports a global solution and fear an excessive burden on airline
in view of the ETS revision,
Slots - AIRE do not see the necessity to revise it,
SES/SES2+ - AIRE would like to know more about the procedure, timing and
content of SES reform. Airlines are generally supportive of SES reform, in
particular, increasing powers of the network manager and strengthening the
economic regulation of air navigation service providers,
Airports - AIRE seeks for an efficient economic regulation of airports and a
genuine and transparent consultation process for charge-setting,
International Agreements - AIRE supports negotiations and implementation of
the EU comprehensive air transport agreements with third countries.
[
See more on AIRE position in annex 1].
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Commissioner Vălean meeting with AIRE
Commissioner Office, 04/02/2020
Objectives / Key messages to pass:
-
Air Passenger rights: Aire supports the Commission => Inform them on the
latest state-of-play (fact finding study just concluded) and ask for support on
the revision for which HR Presidency aims to reach a General Approach in the
June Council.
-
ETS revision: will probably express concerns related to the legislative context
on ETS/CORSIA, where AIRE supports a global solution and fear an excessive
burden on airline in view of the ETS revision => Confirm that the EC will
propose to reduce free ETS allowances to airlines. This question will be duly
looked into as part of our CORSIA implementation analysis to be completed in
2020 with a report from COM to EP and Council. It is still early to clearly
discuss about it. The EU remains committed to implement Corsia from the start
of its off-setting phase in 2021.
-
Sustainable Aviation Fuels: Aire supports the use of SAF => confirm that we
are looking into how best to foster the use of biofuels. A technical roundtable is
foreseen on 4 March and we hope that Aire will participate.
-
Slot Regulation: Aire does not support the 2011 Commission’s proposal
and considers that European rules should be kept aligned with the rest of
the world=> Inform that we are assessing whether the EC 2011 proposal is
still adequate. A study is underway and should be ready by April 2020.
-
SES2+: Aire supports the reform=> Thank Aire for their support and confirm
that the EC intends to present an amended proposal of SES in spring. You
therefore count on their support.
-
Airport Charges directive: Aire in favour of an economic regulation putting
also in place a European economic regulator=>
the EC is currently working on
an impact assessment to assess the situation and we thank Aire for its
involvement in this file. The outcome is expected second half of 2020.
-
Air services agreement: AIRE supports negotiations and implementation of
the EU comprehensive air transport agreements with third countries=> thank
them for their support, inform about the state-of-play and ask them which third
countries should be given priority for future negotiating mandates from their
perspective.
Meeting with AIRE
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Commissioner Vălean meeting with AIRE
Commissioner Office, 04/02/2020
Speaking Points
Air Passenger Rights
Current rules need to be revised. Work has restarted in Council. Objective is
General Approach in the June Council.
We are aiming at a balanced system of simple and clear rules, which can be
easily applied and effectively enforced.
The fact-finding study on current level of protection of air passengers in the
EU launched in December 2018 has been concluded. I thank you for your
valuable participation in the study.
Environment
The European Green Deal is first priority of this Commission. For Transport
and Mobility, we will adopt a strategy in 2020.
In aviation we need a basket of measures:
o Cleaner aircraft;
o More efficient airspace: complete the Single European Sky
o Global market Based measures (ETS/CORSIA)
o Increase the uptake of alternative fuels.
On sustainable aviation fuels, we will launch a study supporting an impact
assessment. We will then consider various options including a blending
mandate. We are also planning a technical roundtable on 4 March to which
we hope you will participate.
CORSIA/ETS
Next year, the Commission will propose to reduce free ETS allowances to
airlines. The modalities are not know yet, but we are closely working with DG
CLIMA on it.
The EU remains committed to implement CORSIA from the start of its off-
setting phase in 2021. In the course of 2020, the Commission should report
to the EP and Council on the best way to implement CORSIA.
Slots
Significant market developments in recent years. Stakeholder practice on slot
allocation has developed and we expect further increase in traffic in the years
and decades to come.
We are assessing whether our 2011 proposal is still adequate. A study is
underway, and should be ready by April 2020.
Our aim is that slot rules ensure stable access by airline networks to
congested airports and promote competition, ensure that available capacity
is used efficiently and promotes connectivity.
Single European Sky (SES)
Essential to increase capacity in Europe and improve efficiency. As you
know, SES part of the European Green Deal.
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Commissioner Vălean meeting with AIRE
Commissioner Office, 04/02/2020
Momentum for SES reform following the work of last year on the airspace
architecture study and the Wise Persons Group Report, culminating in the
joint declaration on the future of SES at September’s high-level conference
on a Digital European Sky, to which your association was a signatory.
The Commission intends to present an amended proposal of SES in spring.
I count on your support to your members to ensure their understanding of this
process and the continued need for SES reform.
Airports
The 2019 evaluation of the Airport Charges Directive recognised that while
the rules have brought many benefits, they sometimes lack sufficient detail
and could be more efficient and better targeted to the airport’s degree of
market power. The evaluation identified situations where it is likely that the
airlines – and not the airports - have significant “buyer power”.
Commission is currently working on an impact assessment (IA), which looks
in detail at various policy options. Along this exercise, all key stakeholders
have been extensively consulted and we are very grateful for the airlines
community’s (including AIRE) constant and substantive involvement on this
file. The outcome of this IA is expected in the second half of this year.
Air services agreements
Thank you for support in developing ambitious EU external aviation policy
through the negotiation and implementation of comprehensive air transport
agreements with key partners.
Following Brexit, I hope that we will soon be able to sign the aviation
agreements with Ukraine, Tunisia, Armenia and Qatar, which have been
blocked by the Gibraltar issue. We also hope to finalise negotiations soon
with ASEAN, Oman and Azerbaijan.
As for the negotiations with Turkey, they have been suspended by the
Council.
We will soon start negotiations also with the UK, which will become our
largest external aviation partner.
As the existing negotiation mandates are gradually being fulfilled, I believe it
also now time to start reflecting on possible future new negotiations with key
partner countries. I would be interested to hear if you have any suggestions
in this respect as to which third countries should be given priority?
Defensive Points
Airlines in Europe compete fiercely, while airports do not and the best
proof is that many small airlines were forced to exit the market, while
there is no case of airport bankruptcy. Why does COM see that airlines
can have countervailing power, which they use in the relationship with
airports?
The main issue that the Directive tries to address is indeed to prevent the
risk of airports possessing significant market power to misuse such power
and we are fully aware of airlines’ strong views on this.
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Commissioner Vălean meeting with AIRE
Commissioner Office, 04/02/2020
However, the evaluation highlighted the risk that in certain cases the airport
charges setting process might impose additional barriers to entry for airlines
wishing to launch new services at an airport. An airline with significant buyer
power could try to influence the airport charges setting process at the airport
in a way which benefits them but is not in the interests of air passengers and
cargo customers in general. For example, incumbent airlines could seek to
oppose expansion at their hub airport(s). This might be the case even where
that expansion would be in the overall interest of airlines and of air
passengers and cargo customers in general.
How will the study feed in the discussion of the Council on the revision of
the Regulation on passenger rights?
Its purpose was to update the information supporting the Commission proposal of
2013 by assessing the current level of protection of air passenger rights and their
environment. The study shows that the need for reform has become even more
urgent since 2013. For passengers it is still rather difficult to enforce their rights,
and for airlines the burden has increased.
President von der Leyen declared that she favours reducing the amount of
free allowances available to airlines. How do you intend to proceed? How
does that fit with CORSIA implementation?
The President made it clear that the aviation sector will have to accelerate its efforts
towards more sustainability, notably via a reduction of free ETS allowances for
airlines. This question will be duly looked into as part of our CORSIA implementation
analysis to be completed in 2020 with a report from COM to EP and Council. It is still
early to clearly discuss about it.
What could COM propose on SAF at EU level? Is COM considering a
blending obligation for SAF?
COM is currently reflecting on how to launch the SAF market both on the
supply and demand sides in the coming years. Options such as a SAF
blending obligation could be considered. Of course, keeping in mind that it
should be realistic, gradual and balanced. And we should further
incentivising the use of only those SAFs which comply with strict and robust
sustainability criteria.
Background Notes
1. The Airport Charges Directive
Directive 2009/12/EC establishes a common framework for regulating essential
features of a set of charges that are paid by airlines to airports. These charges
concern landing, take-off, lighting and parking of aircraft, and processing of
passengers and freight. The Directive applies to all airports in the EU28 (plus
EEA and Switzerland) which handle at least five million passengers per year or,
for those Member States with no airport reaching this threshold, to the largest
airport in terms of passenger movements in that Member State. 89 airports (out
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Commissioner Office, 04/02/2020
of which 83 are located in the EU28) are covered by the Directive, capturing
85% of the passenger and 84% of the freight traffic in Europe.
Airport charges are a highly contentious matter between airports and airlines.
Airlines unanimously call for a strengthening of the Directive, arguing that the
Directive is neither correctly applied in the Member States, nor is it adequate or
effective as it only deals with procedural aspects. It does not protect airlines and
their passengers from airports abusing their market power and the framework
functions well only in Member States where truly independent supervisory
authorities put in place adequate economic regulation. Airports’ position is that
the Directive works well and therefore there is no need to revise it, pointing
notably to the growing competition among European airports and among
European and non-European airport hubs and to European airlines’
consolidation which has increased airlines’ buyer power. Airports argue that too
stringent intervention would hamper much needed, but very costly investment in
airport infrastructure and take the view that any form of supervision has to be
tailored to national circumstances.
2. Passenger rights
The revision of the Air Passenger Rights (APR) Regulation 261/2004 was
tabled in 2013; it has been blocked in Council for nearly four years. The
Commission still stands by its proposal, a revised Regulation being the best
way to provide the legal certainty that both passengers and the industry are
expecting. The dossier is now expected to move forward in the Council, with the
support of the Croatian presidency, which has held two meetings on the topic in
the Council in January).
AIRE has welcomed the European Commission’s legislative proposal from 2013
as it presents a balanced concept with a well-designed trigger point structure for
delay compensation and furthermore includes the principle of a list of
extraordinary circumstances and limits the obligation on carriers to provide care
and assistance.
This proposal is still fit for purpose and remedies the lack of clarity of the current
Regulation.
the Commission launched a fact finding study on the current level of protection
of air passengers in the EU (December 2018), which aims to identify the recent
developments on the market. The final report has been published in January.
AIRE participated in the study as well as to the presentation to stakeholders
which took place on 30 January 2020 in Brussels.
3. Single European Sky (SES)
The Single European Sky (SES) initiative was launched in 2004 with the goal of
improving the performance of the European ATM system in terms of safety,
capacity, cost-efficiency and environment. The SES initiative has delivered
improvements in all of these areas and much has been achieved, especially in
the field of technological innovation through the SESAR (SES ATM Research)
modernisation project. Naturally, the landscape of European aviation has also
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evolved considerably and new challenges are on the horizon. It is clear that the
ATM system in Europe as it operates today has reached its capacity limits.
Recent growth in air traffic is resulting in air traffic delays of a magnitude not
seen for more than a decade, to the detriment of the environment and major
inconvenience of air passengers.
Delays in 2018 and 2019 were double those of 2017.
Every fourth passenger now faces a delay of 15 minutes due to air traffic
flow management.
In addition, more flights are cancelled and connections are missed.
Passenger compensation claims have soared. The overall economic cost
of the delays was estimated by the European Network Manager at
17.9bn euro in 2018.
The serious congestion situation would have produced an estimated
additional 5-6 million tonnes of avoidable CO2 emissions in 2019, which
have been partly mitigated by the re-routing measures taken by the
Network Manager and a number of air navigation service providers.
4. Slots
The revision of the Slot Regulation 95/93 was tabled in 2011; it has been
blocked in Council for nearly nine years. The Commission still stands by its
proposal, introducing amendments needed due to changes in the market since
then. Meanwhile and to support this endeavour, the Commission launched a
fact finding study which aims to identify the recent developments on the market.
The final report will be finalised by April 2020.
5. Ground Handling
The essence of Regulation (EU) 2018/1139 is not so much about extending the
current scope than reinforcing the current system and closing gaps and
inconsistencies. This has been done by adding new technical areas, such as
ground handling.
This is therefore a new competence for EASA. The scope covers only safety
relevant ground-handling services, with essential requirements addressed
directly to service providers. There is no intent to develop certification
requirement, and operators will instead be required to declare capability to
discharge their responsibilities to the national authorities. Oversight will be
based on common requirements and Acceptable Means of Compliance (AMC)
and Guidance Material (GM) developed by EASA taking into account the
existing industry standards.
The objective for 2021, is to publish an EASA Opinion for Ground Handling
safety, i.e. to amend ‘Aerodromes’ Regulation No 139/2014 so as to incorporate
safety standards for ground handlers
6. Flight and Duty Time Limitations (FTL)
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Commissioner Vălean meeting with AIRE
Commissioner Office, 04/02/2020
The issue of Flight and Duty Time Limitations (FTL) is a long-standing one
where airlines and aircrew positions differ. Common FTL rules were initially put
forward in 2006 with the adoption of ‘EU-OPS’ Regulation No 1899/2006. It
since been incorporated in Basic Regulation implementing regulation 965/2012
on ‘Air Operations’.
EASA have conducted a first phase review of the effectiveness of the provisions
concerning flight and duty time limitations and rest requirements. This report
gives an overview of the work performed, results and recommendations, and
critical assessment of the review of the effectiveness of the EU requirements
concerning flight and duty time limitations and rest requirements.
EASA will launch a second phase of research on the effectiveness of FTL. The
second phase of research shall build on the lessons learned from the first
phase. The research project shall start at the beginning of 2020 and shall run
over 3 years. EASA shall continue engaging Member States and industry
stakeholders to support the second phase of the FTL research.
A Best Intervention Strategy from EASA on Aircrew fatigue has been launched
by end of 2019 to address risks of fatigue based on the findings of the first
phase study results conducted by EASA.
FTL is a highly sensitive and a hot topic for aircrews who exert consistent
pressure in wanting to re-open the FTL regulatory provisions for revision.
Airlines, including AIRE membership, do not share this ambition.
7. International agreements: State of play in on-going EU negotiations:
ASEAN:
Negotiations practically completed in November 2018
Awaiting Malaysia’s agreement
Azerbaijan:
Few outstanding issues but slow progress and disappointing engagement on
the Azerbaijani side probably as a result of negative lobbying by the national
airline AZAL
Turkey:
5th round of negotiations on 13-14 March 2019 was broken off early as
unacceptable conditions for signature of the agreement tabled by Turkey for
the EU-Turkey Association Council
On 15 July the Council decided to suspend the aviation negotiations as a
sanction against Turkish drilling exploration in Cypriot waters
Oman:
Good progress – main issue open is traffic rights
Fourth – and possibly final - round planned in Spring 2020 in Brussels
Signed EU air transport agreements:
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Commissioner Office, 04/02/2020
Switzerland (signed June 1999)
ECAA (Western Balkans) (signed May 2006)
Morocco (signed December 2006)
Georgia (signed December 2010)
Jordan (signed December 2010)
Moldova (signed June 2012)
Israel (signed June 2013)
Initialled EU air transport agreements (negotiations finalised – signature
pending):
Ukraine (negotiations finalised in 2013 - initialled)
Armenia (negotiations finalised in 2017 – initialled)
Tunisia (negotiations finalised in 2017 – initialled)
Qatar (negotiations finalised in 2019 – initialled)
Contacts:
Philippe LENNE (Unit E1), tel.: 61958
Tina KOBILSEK (Unit B5), tel.: 84242
Peter SORENSEN (MOVE.E.4), tel.: 93329
Mads EKLUND (MOVE.E.4), tel.: 87722
Klaus GEIL (Move/E2), tel. 68331
Elfa ĶERE (E3), tel.: 80859
Meeting with AIRE
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Commissioner Vălean meeting with AIRE
Commissioner Office, 04/02/2020
Annex 1
AIRE priorities for the new European Commission , May 27, 2019 |
Position papers
1. Environment
A unique worldwide off-setting scheme to address airlines’ CO2 emissions
The airline sector is the only industry having volunteered to set up a very
ambitious scheme tackling its CO2 emissions. The agreement within ICAO to
set up CORSIA represents an unprecedented decision with respect to a
worldwide mitigation of an entire sector’s CO2 emissions. The agreed Global
Market-Based Measure takes into account that CO2 emissions have a global
impact.
Moreover, it is part of a basket of tangible measures adding improvements in
technology, operations and infrastructure.
AIRE acknowledges the instrumental role played by the European Union in the
design of CORSIA.
AIRE is confident that the European Commission recognises the high level of
ambition of CORSIA and that it backs the idea that CORSIA will replace the EU-
ETS for aviation.
AIRE also considers that any national “green” tax on aviation CO2 emissions or
such tax at EU level would create a dangerous precedent for a patchwork of
systems and potentially negatively affect the competitiveness of European
airlines on a global level.
An accelerated defragmentation of the European Single Sky and a
solution to the current inefficiencies In addition to the current ETS and the future CORSIA replacing it, airlines are
fully financing the aviation infrastructure through user charges (airports, air
traffic control). These costs, including the costs of inefficiencies, should not be
ignored as they are adding to the costs of off-setting.
The lack of ATC capacity and continuing fragmentation of airspace is
responsible for flight inefficiencies and unnecessary and unacceptable fuel burn
and CO2 emissions.
2. SES2+
Press releases of Sep 11, 2019 EU Aviation stakeholders sign joint
declaration on the future of the single European sky
The signatories call on the EU Institutions and Members States to
take the necessary steps to implement the joint declaration adopted
today, outlining their shared commitment to improving Europe’s
airspace.
At the “Digital European Sky” conference, organised today under the
Finnish Presidency of the EU, representatives of 21 EU aviation and
workers associations will sign a joint declaration committing to a set of
concrete actions to finally and fully implement the vision of a Single
European Sky (SES).
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Commissioner Office, 04/02/2020
The joint declaration that will be signed today by A6 Alliance, A4 Airline
Grouping, A4E, AIRE, ACI EUROPE, ASD, ATCEUC, Borealis Alliance,
B4, CANSO, COOPANS, Drone Alliance Europe, EBAA, EHA, ERA,
Gate One, IATA, IFATCA, IFATSEA and IAOPA sends a strong signal
that the SES vision can only be achieved through the collaborative and
coordinated efforts of all stakeholders, including Member States and the
European Institutions.
Global passenger traffic is expected to double by 2037 – accommodating
this growth while at the same time addressing its environmental and
social impacts is key. The Single European Sky is an effective way to
address European aviation environmental challenges by delivering an
efficient and integrated air traffic management system. It will require the
introduction of new technologies, interoperability of systems, harmonized
regulation and adequate infrastructure.
Europe and its citizens deserve an efficient and sustainable airspace,
and we hope that the full implementation of the SES vision will lead to
these much-needed improvements.
A coherent, convergent and simplified regulatory framework
An empowered Network Manager
AIRE supports the Network Manager to expand its role to manage the Airspace,
the Capacity and the Infrastructure subject to a new regulatory framework
providing for:
An adequate industry governance of the functions with a prominent role for
airlines and devoid of conflict of interests
A genuine performance scheme driving the right behavior and delivering the
capacity required at an agreed cost, with penalties for the non-performers.
An accelerated implementation of new airspace design and new
technology. There should a full convergence between the ATM Master Plan, the Airspace
Architecture Study and the Network Strategy Plan. This convergence must be
translated right away in a concrete action plan with measurable deliverables
including quick wins.
Airspace Usage Requirements must be based on a positive Cost Benefit
Analysis, the technical requirements and exemption criteria need to be clear
and timely available. The poor experience with the Data Link Services and
Surveillance Performance and Interoperability (ADS-B) should not be
duplicated.
The utmost scrutiny in monitoring Member States performance plans.
ATM charges constitute a very significant cost to airlines. The inefficiencies of
the European ATM system, both cost-wise and operations-wise, have been
established, evidenced and quantified by the Performance Review Body (PRB).
AIRE relies on the Commission and the PRB to reject Performance plans that
would not be fully consistent with the letter and the spirit of the newly adopted
Performance and Charging Regulation.
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3. Airports
An economic regulation at European level on airports having Significant
Market Power (SMP) Airport charges represent a very significant percentage of an airline’s operating
costs. These charges are constantly increasing throughout Europe.
The aviation sector is still missing a proper legal framework that would address
the significant market power that airports have due to the inherent lack of
competition in this sub-sector.
AIRE has been advocating for years that the only effective legal tool would be
the robust economic regulation of airports meeting a number of defined criteria
evidencing their market power (airports implementing Dual Till, congested
airports, network airports, hub airports).
This regulation and its economic regulator must be established at the European
level to ensure a harmonized system and a genuinely independent economic
oversight.
4. Slots
A worldwide slots distribution system providing legal certainty
Airport slot allocation is governed globally by the IATA Worldwide Slot
Guidelines which are reflected in the currently applicable EU slot Regulation.
AIRE does not support the 2011 Commission’s proposal to revise the EU slot
Regulation by introducing deep changes in the current system that conflict with
globally set standards.
AIRE considers that European rules on slot allocation must be kept aligned with
the rest of world as to provide legal certainty for airlines that rely on stable and
globally agreed slot rules for their investments in aircraft and routes.
5. Digitalisation: A more seamless customer experience at borders for
passengers
Innovation and digitalisation will continue to be a key tool in supporting the
growth of the industry over the coming years, by delivering a more seamless
customer experience and enhancing organisational efficiency. AIRE advocates
for greater clarity and legal certainty, particularly in addressing concerns related
to privacy and data protection, as well as security and immigration controls
when looking at digital developments. In particular the EU should implement an
encompassing iAPI solution for border control, which reduces administrative
burden on airlines and provides clarity to passengers. Support of investments in
safety and security technology and innovation are also vital in this respect.
6. Passengers rights
A balanced system and legal certainty
Clear rules on air passenger rights would benefit airlines as well as their
passengers. A lack of clarity in the current provisions results in unnecessary
tensions between passengers and staff at the airports when irregularities occur,
as well as in contacts afterwards between passengers and airlines’ customer
service departments.
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AIRE has always stated that EU Regulation 261/2004 is an inadequate piece of
legislation in its current state. The fact that the European Court of Justice was
called upon at numerous occasions to provide interpretation on key design
elements of EU Regulation 261/2004 is the best evidence that the law was
written imprecisely.
AIRE believes that:
It is high time for the European decision-makers to bring forward clear rules
which cannot be misinterpreted.
As passenger rights rules usually relate to incidents which result in discomfort
for travelers, passengers should have access to easy-to-understand information
about their applicable rights. This can only be ensured when robust rules are
established which, after their publication, cannot be interpreted in ways which
diverge from what they were intended for.
Air passenger rights rules should be balanced in taking into account the
interests of both the passengers and airlines.
AIRE has welcomed the European Commission’s legislative proposal from 2013
as it presents a balanced concept with a well-designed trigger point structure for
delay compensation and furthermore includes the principle of a list of
extraordinary circumstances and limits the obligation on carriers to provide care
and assistance.
This proposal is still fit for purpose and remedies the lack of clarity of the current
Regulation.
7. Safety
An improved standardisation at national aviation authorities
The differences in implementation by Member States and the lack of
standardisation create an unnecessary burden for organisations operating in
different Member States, but also difficulties to obtain the necessary approvals
from the competent authority.
An improved cooperative support between national aviation authorities
The common-sense proposal to remove the prior approval for intra-EU leasing
can be addressed by a better cooperative oversight between NAAs.
An extended application of EU safety regulations relating to Ground
Handling Ground Handling service providers are the only major safety-critical
stakeholders that are not directly subject to EU aviation safety regulations. In
addition, smaller and seasonal airports are prone to be exempted by the
Member States from the EASA New Basic Regulation. Common EU training
standards could reduce costs and number of safety audits. There is merit for
EASA to harmonise the variety of airline operational procedures, both on safety
and costs.
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8. International liberalisation of Air Service Agreements
More connectivity and choices for passengers
The EU should continue to pursue liberal aviation agreements for the benefit of
a wider and well-connected European market. When the UK departs, the
Commission should ensure that an ambitious aviation agreement between the
EU and this crucial third country is concluded at the earliest possible moment,
thereby ensuring the mutual protection of investments in the aviation sector and
continued reciprocal access to airspace.
Meeting with AIRE
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