Draft Aviation Noise (Amendment) (EU Exit) Regulations 2019 Draft Aviation Statistics (Amendment ETC.) (EU Exit) Regulations 2019 Draft Aviation Safety (Amendment Etc.) (EU Exit) Regulations 2019

Karl Turner Excerpts

Monday 18th March 2019 General Committees

[Karl Turner (Kingston upon Hull East) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Gray. I note that the Government are starting to group instruments together. That seems inevitable, as we may well be running out of time, but it speaks to the fact that the Government’s handling of Brexit has been a complete and utter debacle from the very outset. It would be good if the Minister gave us an idea of how many more instruments are required in the aviation sector and whether they will be grouped.

I can confirm that we support these statutory instruments. The Aviation Noise (Amendment) (EU Exit) Regulations 2019 make changes to domestic EU-derived legislation relating to noise. The changes will ensure that the legal framework relating to noise continues to function correctly after the UK leaves the EU. The legal framework will operate in a self-contained way in the UK, but will keep the same requirements of UK-registered aircraft. It will continue to follow the international standards laid down by the International Civil Aviation Organisation. It keeps the UK noise regulations in line with the EU’s. We recognise that the instrument is needed as we leave the European Union.

The instrument brings responsibilities currently held by the Commission back to the UK—in this case, to the Civil Aviation Authority. There will be a cost impact to that. I think I am right in saying that the amount for extra staffing at the Civil Aviation Authority amounts to something in the region of £192,000. That seems a very conservative figure, so will the Minister tell the Committee how many staff will be required?

On the Aviation Statistics (Amendment etc.) (EU Exit) Regulations 2019, the statistical returns regulations require airport operators to provide statistical data to EU member states, and require member states to collect data from airports and transmit statistical returns to Eurostat. If there is no agreement with the EU providing for the UK to send statistical data after exit, we will no longer send data to Eurostat. The instrument obliges respondents to provide data to the Civil Aviation Authority, and gives the CAA the power to force airport to provide it with statistical data. The explanatory note makes no reference to the Civil Aviation Authority being provided with any extra resources to carry out this function. Does the Minister feel that it is already fully resourced to carry out these additional functions?

In relation to the aviation safety regulations, current safety functions are done on the basis of the UK being a member of EASA. On numerous occasions I have asked whether the Government intend to negotiate to ensure that we remain a member of EASA. The Minister has never been able to confirm the Government’s position in relation to that.

In this case, the UK-wide regulator will no longer be the UK-wide regulator. It already undertakes the majority of certification and oversight tasks required by the retained EU legislation. It is important to note that we will continue to have the same technical requirements and standards as the EASA system on exit day. Could the Minister explain the position for the next stage of negotiations? Will they definitely make the case for the UK to continue to be a member of EASA?

As with the other two instruments that we are discussing, this SI brings functions from EU bodies to the Civil Aviation Authority. Again, I reiterate my questions around resources. I would be grateful if the Minister addressed my points. I am sure the Committee looks forward to his answers.