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Post by rugbyref on Dec 27, 2020 17:44:08 GMT
I wonder if Michael O’Leary has read AIRTRN 3.8 on page 224 of the Brexit agreement. Unless it is very badly worded, an EU airline will not have the right to operate domestic routes in the UK. Could we see a UK subsidiary, with more than one G registered aircraft?
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Post by davebasing on Dec 27, 2020 22:43:05 GMT
I wonder if Michael O’Leary has read AIRTRN 3.8 on page 224 of the Brexit agreement. Unless it is very badly worded, an EU airline will not have the right to operate domestic routes in the UK. Could we see a UK subsidiary, with more than one G registered aircraft? But see AIRTN 13 7(a)ii on the freedom for UK carriers (e.g. Ryanair UK) to wet lease aircraft from EU carriers (e.g. Ryanair or Ryanair Sun). Pre this agreement the UK CAA had refused such a request from Ryanair UK as involving an excessive number relative to its own fleet, but this policy is superseded by the UK/EU deal. Technically the UK could reasonably argue that the leasing provisions are only applicable in respect of services covered by the deal, which UK domestic services are not. Equally however services between 2 points in the EU are not available to UK carriers but I can think of at least one example where any such UK argument could lead to reciprocal action by the EU which would potentially cause considerable problems for a UK carrier and perhaps employment as well. Leasing is after all a 2 way process and the UK would need to weigh very carefully the pros and cons of applying restrictions on where a wet leased aircraft could (or more to the point could not) be used. Could be interesting.
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Post by michael on Dec 27, 2020 23:38:59 GMT
They do have a Ryanair (UK),but have only ever registered G-RUKA to date.
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Post by graham on Dec 28, 2020 10:18:30 GMT
I recall from way back when "cabotage" as far as road haulage was concerned was banned. A British registered artic based say in London or Manchester could take a load across the Channel for a French or Spanish destination but once those goods had been offloaded, the driver was forbidden to pick up a load for delivery elsewhere on the continent. He was permitted to collect a load straight back to the UK from anywhere on the continent as long as he ran "empty" to collect it but couldn't for example take a load from Marseilles to Paris, unload that, then reload for a run home.
The same rules applied to foreign drivers coming to the UK.
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Post by davebasing on Dec 28, 2020 11:05:36 GMT
I recall from way back when "cabotage" as far as road haulage was concerned was banned. A British registered artic based say in London or Manchester could take a load across the Channel for a French or Spanish destination but once those goods had been offloaded, the driver was forbidden to pick up a load for delivery elsewhere on the continent. He was permitted to collect a load straight back to the UK from anywhere on the continent as long as he ran "empty" to collect it but couldn't for example take a load from Marseilles to Paris, unload that, then reload for a run home. The same rules applied to foreign drivers coming to the UK. The deal will now bring back severe restrictions on cabotage services by road and precludes any cabotage by air (which in EU terms means between any two points in the EU not just within a single State).
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