Leaving the EU: Aviation Sector

Debate between Philippa Whitford and Luke Pollard

Wednesday 31st October 2018 Westminster Hall

[Luke Pollard]

I share my hon. Friend’s concerns. We need certainty about what is going on, and we need to ensure that we hear the authentic voice of British business. The Government’s use of non-disclosure agreements in some of the discussions taking place between them and industry about certain aspects, especially no-deal preparations, concerns me. We are not getting the clarity that we need from Ministers and, unfortunately, the hands of business have been tied by NDAs, preventing them from exploring how the worst effects of no deal can be dealt with.

I share some of the concerns of my hon. Friend the Member for Wythenshawe and Sale East about planes being grounded, but I want to deal with a couple of other aspects of EASA membership. Our debate in Parliament to date has focused on the safety role of EASA, but our participation in EASA is about more than safety certification and standards, although they are important. We also need to deal with pilot registration and engineering standards and qualifications. I want the UK to remain part of EASA. I simply cannot believe that any competent British Government would sanction our departure from that vital body.

The UK’s expertise makes an important contribution to EASA, with 40% of its staff coming from the UK. The UK also participates in nearly every single technical programme to facilitate the movement of both passengers and cargo. In our future relationship with EASA, which I hope is as a full member, we must maintain full participation, especially in EASA’s technical working groups, to get the detail of what is going on. EASA is not a body where we have no influence. Britain’s hard and soft power in EASA is strong. A third of EASA regulations come directly from the UK’s CAA, so we have a strong voice in that body and we need to maintain it.

The issue of CAA pilots’ licences was raised with me by pilots ahead of this debate. Currently, CAA pilots’ licences, gained at considerable cost to the individual, are recognised throughout Europe, and European licences are recognised in the UK. After Brexit, unless a provision can be made, all pilots flying in the UK will need a full CAA UK licence, and not necessarily an EASA one that is recognised in the rest of the EU. At present, pilots are swapping their EASA licences for UK licences to enable them to fly UK planes in UK airspace, but there is a considerable backlog in processing applications. Will the Minister tell us what the current waiting time is for processing the transfers of EASA licences to CAA licences? What plans does he have to reduce that considerable waiting list, and what guidance is given to the CAA on prioritising pilot licences for commercial flyers, perhaps ahead of leisure pilots, who might be less time-dependent? At the moment, they go into a single queue and are not prioritised.

[Dr Whitford]

I would be grateful for clarification. If pilots are changing their EASA licences for CAA licences, would that not limit their ability to fly within Europe?

[Luke Pollard]

Indeed. We need to recognise that, and that is why the full participation of the UK in EASA is vital. There is no point having a UK-only licence enabling flights within UK airspace, because the vast majority of flights from UK airports leave UK airspace. We therefore need those licences recognised at the point of destination and at the point of departure as well.

Will the Minister look at what actions can be taken to speed up the processing? Pilots need to carry their licences every time they fly, and when they do not have their licences they are grounded. Delays of six weeks are not uncommon. That is important because groundings of over a month trigger a requirement for additional time in flight simulators to ensure compliance with safety standards, and rightly so. However, that means the flight simulators are not being used for pilot training, and we know that we have a shortage of pilots not only in the UK, but around the world. That puts pressure on UK airlines when ensuring that they have a sufficient number of pilots to fly the aircraft that we need them to.

There are also concerns around engineering licences because EASA looks after the qualifications and certification of engineers as well as pilots. If UK engineers are no longer allowed to work on EU planes, as was hinted at in the technical notices that came out, it is deeply concerning. As we have already heard from the hon. Member for Central Ayrshire (Dr Whitford), the UK is a hub for not only aviation but aviation maintenance and support. Those jobs are not done only at London’s big airports; they are done mainly in our regions and nations, bringing much needed high-skilled jobs into those localities. In the far south-west, Flybe has an excellent facility at Exeter airport, providing a good number of decent, well-paid jobs, recruiting from the local area and training people for a career in aviation that will, in theory, do them well. If UK engineers are prohibited from maintaining EU aircraft, how will such jobs be protected in future? A key part of keeping costs down in the UK is bringing foreign planes into UK airports; maintenance costs are subsidised by ensuring that, when there is space in the schedule, foreign planes can be maintained as well. If there is no authorisation to do so because we sit outside EASA, it has serious implications for the future of our industry.

Creating certainty is key, and the upcoming aviation strategy is an opportunity to create that certainty. Far too much of our aviation debate to date has been focused purely on London Heathrow. Although it is a very important airport for not only London but for the rest of the country, including Plymouth, we need to make sure that the future aviation strategy deals with airports big and small, in every region of the country, and creates more certainty. Ministers need to do more than just put out a bold statement. They can do more in several areas to create more certainty. It is about accelerating what, in many cases, the Government have already planned.

The confirmation that Five Eyes countries will be able to use e-gates was a welcome step, but what is not clear is when they will be able to use them. It needs to happen before 29 March next year. Confirmation that that will be brought in ahead of that Brexit departure date and not afterwards is important for airlines and airports.

We need to look again at our funding for the border. The queues are too long. If we are to have a comprehensive and positive welcome to Britain, at a time when there is increased uncertainty not only in the UK but among our international trading partners, we need to make sure that people are not queuing at the border. Additional investment in Border Force, and particularly its staff, is absolutely vital.

We also need Ministers to recognise that the flight is only one part of the customer journey. That is really important. People do not simply magic up at an airport and then disappear when they land. They have a journey to get to an airport, which is why surface connectivity is so vital and needs to be looked at. What are the opportunities that can be maximised by Brexit, and how can the impact be mitigated? Projects have been promised for some time, such as western rail access to Heathrow, and we need to accelerate that programme. Will the Minister set out when the timetable for funding western rail access will be delivered?

We also need the Government to look at regional connectivity to airports. Some have good connectivity in our regions, but others less so. At Exeter, Plymouth’s local airport, we have a bus to the city centre only once every hour, which is not good enough. Supporting regional economies is vital.

The review of APD has already been mentioned. It could be a big boost to the UK economy. We need to bring forward the airspace review that Ministers have been considering for some time. We need certainty about how airspace will operate in future. The creation of flight paths that make it better and easier for airlines to invest in and fly from the UK could bring considerable benefits.

We also need to make sure that aviation is greener. Will the Minister set an objective for the UK to be the greenest and most sustainable aviation market in the world? That means really motoring the work of Sustainable Aviation, the industry-led body, to look at how improvements can be brought in.

Finally, will the Minister look at removing uncertainty by reopening Plymouth airport? This has been absent from most people’s speeches so far, which surprises me. Plymouth airport, which closed in 2010, could make a big contribution to the future economy of my city, and also help provide the certainty for businesses to invest in the region as well. Plymouth airport was not a bucket-and-spade airport; it was an airport built on senior-level connectivity and high-value investors. It provided connectivity for our marine, maritime, oil and gas, and science industries. We need to preserve that. The loss of the airport has been detrimental to Plymouth. There are other forms of connectivity, but the train has to get through Dawlish, and we know that the impact of the hanging bridge, when the line was washed away, affected business confidence in terms of investing in the west country.

In conclusion, the more the Government can bring certainty to the aviation debate around Brexit, the better. In many cases, the tools are already sitting with Ministers. We need to be able to commit to full participation in EASA and to deal with the uncertainty around pilots’ licences and engineers’ certifications. We should also bring forward projects for aviation investment that can make a real difference in making journeys smoother, quicker and greener.