At the National Business Aviation Administration-Business Aviation Convention and Exhibition (NBAA-BACE) in Las Vegas, FAA Administrator Mike Whitaker signed the SFAR, which contains initial operational rules and pilot training requirements for powered-lift aircraft and will remain in effect for 10 years.

“It’s here today,” Whitaker told NBAA-BACE attendees Tuesday morning. “It is now a final rule.”

The FAA called the SFAR the “final piece in the puzzle” for introducing powered-lift aircraft, which could begin flying passengers, cargo, and even ambulance services in rural and urban areas as soon as next year.

The category is a relatively new, special class of aircraft covering designs that take off vertically like a helicopter but cruise on fixed wings like an airplane. To be considered powered-lift, the aircraft must generate lift primarily from its engines—which can be electric, hydrogen, or hybrid-powered—while relying on rigid components, usually wings, for horizontal flight. They will become the first new category of civil aircraft since helicopters were introduced in the 1940s.

The FAA sometimes refers to these as vertical takeoff and landing (VTOL) or advanced air mobility (AAM) aircraft, the latter term covering new aircraft technology more broadly.

For years, the agency communicated to the aviation industry that there would be a pathway for powered-lift designs—such as electric air taxis being developed by Joby Aviation, Archer Aviation, and others—to be certified as Part 23 normal category aircraft.

But the regulator unexpectedly reversed course in 2022, determining instead that they would be certified as Part 21 special class aircraft. That kicked off a yearslong effort to develop an entirely new set of rules for powered-lift pilot training, operations, maintenance, and more.

The FAA last year released a proposal addressing several of those areas. It was panned by a collective of industry groups, however, who argued that the proposed pilot training requirements were too strict. They also clamored for performance-based operational rules—drawing from aircraft and rotorcraft guidelines as appropriate—rather than the creation of a new powered-lift operational category, as the FAA proposed.

FAA and Department of Transportation officials have promised to address the industry’s concerns. According to Whitaker, the SFAR does exactly that.

“For the last 80 years, we’ve had two types [of aircraft], rotor and fixed wing,” he said. “We now have a third type…and this rule will create an operating environment so these companies can figure out how to train pilots. They can figure out how to operate.”

The SFAR applies helicopter rules to certain phases of powered-lift flight, regardless of whether the aircraft is operating like a helicopter or an airplane. But in response to the industry’s feedback, it uses performance-based rules for certain operations, applying airplane, rotorcraft, or helicopter rules as appropriate.

For example, powered-lift aircraft can use helicopter minimums for VFR and IFR fuel requirements and minimum safe altitudes when they are capable of performing a vertical landing at any point along the route, as a helicopter is. This will allow manufacturers to get around the issue of low battery energy density, for example, by lowering the fuel reserve requirement.

“The rulemaking approach now is to really focus on performance and making sure you can prove that you can operate safely, or you can meet certain performance metrics, rather than being prescriptive and telling you exactly how to do it,” Whitaker said. “So we’re trying to create a larger envelope to have different means of compliance for some of the requirements and the rules.”

The approach mirrors the European Union Aviation Safety Agency’s (EASA) special class for VTOL (SC-VTOL) rules, which base operational guidelines on situational factors—like reserve fuel levels—instead of aircraft design. It’s a change that will be welcomed by manufacturers, who can now design aircraft for a wide range of operations rather than those defined by a narrow powered-lift category.

“We need to have the flexibility to allow these businesses to succeed, do so safely, and adjust our approach as we go along,” Whitaker said.

The other major difference between the SFAR and the FAA’s initial proposal is the creation of a pathway to train powered-lift pilots with a single set of flight controls. Some programs will still require dual controls. But throwover controls and simulator training will be acceptable substitutes. The change is a big one, as many powered-lift manufacturers designed their aircraft—including trainers—with single controls.

“Some pilot training can happen in the normal way that it’s always happened, with an instructor that has a set of controls and a student that has a set of controls,” Whitaker said. “But sometimes it’s a single set of controls that are accessible to an instructor, so we have rules that allow for that type of operation. And sometimes they have other configurations. So there again, we put in performance metrics to make sure that the companies can train instructors, and the instructors can train pilots.”

Last year, the FAA released a blueprint intended to serve as a framework for policymakers, describing a “crawl-walk-fly” approach to integrate powered-lift designs alongside conventional aircraft. The agency predicts they will initially use existing helicopter routes and infrastructure, and pilots will communicate with air traffic control as needed.

But Whitaker on Tuesday said the FAA will continue developing a new ecosystem for powered-lift aircraft. Critical to its blueprint is the construction of vertiports: vertical takeoff and landing sites equipped with electric chargers and other powered-lift infrastructure.

“The blueprint that we put in place 16 months ago for introducing this technology includes vertiports, and we’ll continue to work on that issue,” Whitaker said.

Plenty more work must be done in order for powered-lift designs to take to the skies at scale. But the SFAR gives the industry a practical pathway to begin flying.

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After months of anticipation, the agency on Tuesday released its first implementation plan for advanced air mobility (AAM) aircraft such as eVTOL air taxis. Dubbed “Innovate28,” the living document, which will be updated periodically, is designed to enable AAM operations at scale in time for the 2028 Olympic Games in Los Angeles, when several air taxi firms are expected to take to the skies.

Its publication follows the release of the FAA’s air taxi blueprint and a proposed rule for AAM pilot certification and training.

Innovate28 is focused solely on near-term operations through 2028. It defines AAM as “a transportation system that moves people and property by air between two points in the U.S. using aircraft with advanced technologies, including electric aircraft or eVTOL aircraft, in both controlled and uncontrolled airspace.”

The plan lists the various stakeholders expected to contribute to AAM implementation, including the FAA, NASA, Department of Homeland Security, Department of Energy, Air Force, and other federal agencies and departments. AAM and power industry stakeholders and state, local, and tribal communities will have roles as well.

A core tenet of the plan is a “crawl-walk-run” approach, which will rely on existing infrastructure, regulations, and procedures to support earlier entry into service. It entails sequential steps the FAA and its partners will follow to certify aircraft and their operators, train pilots, manage airspace, develop new infrastructure, and more.

By 2028, the FAA hopes to see AAM operations at scale spanning multiple “key sites”—which, according to Innovate28, will mainly include existing airports and heliports.

“This plan shows how all the pieces will come together allowing the industry to scale, with safety as the North Star,” said Katie Thomson, deputy FAA administrator.

The 40-page document contains a mountain of proposals to sift through. But here are some of the key points:

Certification

Since AAM aircraft such as air taxis have yet to receive certification or begin commercial operations, the bulk of the FAA’s plan centers around what those processes may look like.

AAM aircraft will be certified under the agency’s special class category as was previously announced in 2022. But certification bases will also draw upon performance-driven regulations under Part 23. The process will take environmental factors like noise into account and allow the FAA to approve unique design features without a special condition or exemption, as would be required in the standard category.

The FAA has also proposed that AAM aircraft manufacturers be required to develop and implement safety management systems, organization-wide policies for managing safety and risk, as part of the process.

Currently, the agency’s Aircraft Certification Service (AIR) is working toward certification with more than two dozen AAM manufacturers, such as Joby and Archer Aviation. About half of them have progressed far enough to manufacture flying prototypes. 

AIR is also looking to establish certification pathways for AAM-specific technologies, including electric propulsion, lithium-ion battery systems, hydrogen fuel cells, automation, and VTOL capabilities for winged aircraft.

Companies operating AAM aircraft will need to be certified as Part 135 air carriers, as eVTOL and air taxis are expected to operate under those rules. For prospective pilots, the FAA is drawing up a new certification and training regimen that should be finalized in the coming months.

Operations

Now let’s dive into operations. At least through 2028, AAM aircraft will fly on predetermined routes and schedules, with pilots on board. They’ll be able to travel between certain sites—such as from Vertiport Chicago to O’Hare International Airport (KORD)—but flights will be heavily limited to dedicated corridors and flyways.

In urban and metropolitan areas, where the bulk of air taxi operations are expected to take place, aircraft will fly no higher than 4,000 feet. Within controlled Class B and C airspace, they’ll be required to use existing or modified low-altitude VFR corridors when possible. And to enter airspace around airports, they’ll need clearance from air traffic control.

“It is likely these aircraft will be treated as any other fixed wing/rotorcraft operating under VFR conditions, to the extent they are able to comply with existing rules, regulations, and procedures,” the document reads.

The FAA is currently engaged in further rulemaking for AAM operations that will codify the aforementioned proposals. But in the interim it expects to rely on waivers and exemptions to get eVTOL and air taxis off the ground before 2028.

Infrastructure

As mentioned above, the FAA wants to maximize the use of existing aviation infrastructure in the near term until dedicated vertiports and urban traffic management services come online.

According to Innovate28, initial operations will take place largely at existing heliports, commercial service airports, and general aviation airports. However, operators, manufacturers, state, local, and tribal governments, and other non-FAA stakeholders will be responsible for planning, developing, and maintaining AAM infrastructure at existing airfields.

That means, for example, that partners Archer and United Airlines may need to install vertiport terminals, charging stations, parking zones, or taxiing areas at O’Hare themselves in order to launch their planned air taxi route in Chicago—the FAA won’t help them.

According to the FAA, electrical power grids may also require upgrades to accommodate the influx of electric AAM aircraft. It has an interagency agreement with the Department of Energy’s National Renewable Energy Lab to study how aircraft electrification will affect airport, heliport, and vertiport power grids. But don’t be surprised if the grid creates problems for AAM early on.

Other Details

The bulk of Innovate28 focuses on certification, operations, and infrastructure. But the document also touches on a few other key areas.

One is assessing the environmental impacts of AAM aircraft. Though the FAA faces a lawsuit from five environmental groups over its handling of April’s SpaceX Starship launch, the agency appears dedicated to sustainable eVTOL flight. It says it will consider environmental impacts such as noise, air quality, visual disturbances, and disruptions to wildlife when certifying new AAM aircraft. 

But it still needs to identify which actions besides certification—such as the establishment of air taxi routes—will trigger compliance with the National Environmental Policy Act.

Community engagement appears to be another key emphasis of Innovate28. Per the plan, the FAA will work with airports and state, local, and tribal communities to better understand their concerns about AAM operations, such as some of the aforementioned environmental impacts. It notes that other stakeholders, including AAM, airport, and vertiport operators, will play an important role in working with local communities.

Security is the final area the plan (briefly) touches on. The Department of Homeland Security “will determine what type of security is necessary,” the document notes. The FAA and Transportation Security Administration, meanwhile, will evaluate the expansion of cybersecurity requirements due to the influx of new technology.

Innovate28 is jam-packed with other proposals. But the gist is that the plan should help eVTOL companies chart a path to certification and operations, transform a handful of airfields into AAM hubs, and bring together stakeholders across the industry to address and alleviate concerns.

There’s still a lot that needs to happen before air taxis fly at the 2028 Olympic Games. But the publication of an initial implementation plan is a huge step, and it should guide the AAM industry for years to come.

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Piper Aircraft has gained EASA approval for its Pilot 100i. The single-engine trainer can now be used by flight training organizations in Europe.

With a base price of $298,900, the Pilot 100i is suitable for use in both initial and instrument flight training.

“This milestone certification represents a continuation of Piper’s strategy to provide competitively priced products for our global customers,” said John Calcagno, interim president and CEO of Piper.

“We are eager to bring the Pilot 100i into the European market and provide flight schools with an aggressively priced, proven trainer. With the growing demand for professional pilots, it is important that we bring to market a more affordable solution with optimal economics for operators to help schools manage their overall training costs.”

Nuts and Bolts

The Pilot 100i is a version of the classic PA-28 model, which is also available in the more deluxe iteration as the Archer TX, and the diesel-powered Archer DX.

The standard avionics package includes the Garmin G3X, coupled with the G500 autopilot.

Up front, the Pilot 100i features the 180 hp Lycoming IO-360-B4A. Maximum cruise speed is 128 ktas, with a 522 nm range plus 45-minute reserve. The straightforward interior has been designed to stand up to the high-use environments found at flight schools around the world.

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Aerospace company Electra Aero has begun working with the FAA Center for Emerging Concepts and Innovation (CECI) and the Atlanta Aircraft Certification Office (ACO) to define the certification path for its electric short-takeoff-and-landing (eSTOL) aircraft.

The company has hired industry veteran Randy Griffith as its director of certification. Griffith led the certification of the Eclipse Jet, HondaJet HA420, Mooney M10, Aerion SST, and Zunum ZA10.

“Having taken several aircraft from concept through certification, he knows what it really takes to get the job done and we are excited to have him on our team,” Electra CEO John Langford said of Griffith.

About the Aircraft

Electra expects FAA approval in 2026 under Level 3 multiengine type certification, low-speed (max operating speed less than 250 kts) airplane, under 14 CFR.

The aircraft is designed to carry up to seven passengers and a pilot as far as 500 miles. It will serve:

• Urban and regional air mobility markets
• Sustainability-focused airline operations
• “Middle mile” cargo logistics
• Air ambulance services

All aircraft developments have unique design features or approaches that require special considerations, including:

• Special conditions
• Equivalencies
• Exemptions
• Unique means of compliance.

The company says the aircraft configuration and technologies minimize these special considerations.

Electra has been accepted into the FAA Center for Emerging Concepts and Innovations (CECI) early engagement program to work together with CECI and the aircraft certification office to evaluate these special considerations, define a specific certification plan and develop key documents like the compliance checklist.

“The certification of any aircraft (eVTOL, eSTOL, or CTOL) must be treated with great respect to exceed expectations of the public’s trust in the aircraft OEM and the regulator,” JP Stewart, Electra’s program manager said in a statement.

“The key to a cost- and time-efficient certification is the early engagement of stakeholders to identify and mitigate risks while changes to improve safety can be efficiently made. We’ve started this engagement early in the design and look forward to working with the FAA and other stakeholders to develop the safest aircraft in this class.”

Demonstrator Planned

In 2022, Electra plans to begin flight testing a full-scale hybrid eSTOL tech demonstrator. It will carry two people, take off and land in distances under 150 feet, and use a 150-kW hybrid-electric turbogenerator to power eight electric motors and charge a custom battery system during flight.

This will be used to provide data and operational experience in order to support the certification process and reduce risk in further certification efforts.

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Epic Aircraft CEO Doug King said, “We are also seeing benefits from the Hartzell 5-blade including improved speed, climb, range, payload and takeoff performance.” He added that the aircraft has been delivering quieter operations both inside and outside the cabin. The company said in news release, “The Hartzell 5-blade propeller provides stronger, composite resin-injected blades that allow for a thinner, wider airfoil which optimizes flight performance, offering faster takeoff acceleration and enhanced speed, versatility and comfort.

“Epic Aircraft received FAA TC for its original E1000 model in November 2019. Powered by the Pratt & Whitney 1,200-horsepower PT6A-67A engine, the all-carbon fiber single-engine turboprop delivers cruise speeds over 333 knots, climbs at 4,000 feet per minute, and operates up to 34,000 feet, with a maximum payload over 2,200 pounds and a full fuel payload of 1,100 pounds.”

The original Epic E1000 received Flying’s 2020 Innovation Award, which recognizes the most innovative product to have reached the general aviation market in the previous year. Flying will present the award to Epic Aircraft at EAA AirVenture on July 26 in a special ceremony, after being delayed a year as a result of the COVID-19 pandemic. Customer deliveries begin in July, based on the GX price of $3.85 million.

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In a press release, Textron Aviation vice president of sales for EMEA Tom Perry said, “In the second half of last year we saw a substantial increase in super-midsize flight activity across Europe as individuals relied on these products as a transportation solution. The introduction of the Longitude to the European market will fulfill the international travel needs of many of our customers, while providing them peace of mind and convenience for both their business and personal travel.”

With the lowest direct operating costs of any platforms in the super-midsize class, the clean-sheet design Longitude can connect Geneva to Dubai, or Rome to New Delhi, based on a range of 3,500 nm. Perry also noted the jet’s other capabilities. “The Longitude’s versatility has already enabled its utilization in multiple fields, from air ambulance to flight inspections. We have one specially configured aircraft set to be delivered later this year, outfitted with flight inspection equipment to perform critical verification of navigation aids.” Original FAA certification of the model was announced on September 23, 2019.

While the Longitude won’t be making it to EAA AirVenture this year, Textron Aviation will host a display of most of the remainder of its fleet, including a visit from one of the SkyCourier flight test articles, which makes its first public appearance on Monday, July 26, with a flyover scheduled for Tuesday. Other notables debuting at the show include the Beechcraft King Air 360 and the Cessna Citation CJ4 Gen2. Also anticipated: an update on the Cessna Denali single-engine turboprop program, which has seen significant delays based on schedule slippage of the GE Catalyst powerplant.

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Explorer Aircraft, an offshoot of Aero Engineers Australia, has once again launched efforts in the US in pursuit of FAA Part 23 certification for its utility turboprops. The 500T—a 10-seat-plus-pilot high-wing airplane—made its first flight in 2000, and the 750T—a stretched version powered by the Pratt & Whitney PT6A-60A at 750 hp—will purportedly meet the demand for short-haul, regional transportation with its 16-passenger configuration.

Explorer Aircraft had set up shop in Jasper, Texas, in 2008, and now—apparently with new management—the company is at work identifying potential locations for the manufacturing of the 500T and 750T stateside. According to a company release, Bryan Lynch, CEO, said, “Explorer Aircraft studied the existing applications and the growing worldwide need for a new modern light-utility aircraft. With a comprehensive understanding of the applications for these aircraft, and the age of the existing fleet, our renowned design and engineering team have developed an aviation platform to meet and exceed user requirements for the next 75 years.”

Preliminary specifications for the 750T point to 480 cu ft of cargo space, including an 80 cu ft cargo pod, with a maximum takeoff weight of 9,000 lbs. The 750T is projected to have a takeoff roll of 1,200 ft, a cruise speed of up to 200 ktas, and a maximum range of up to 2,000 nm. Though the initial iteration would be fueled by jet-A, the company indicates that future versions may accommodate hydrogen- and hybrid-electric powerplants.

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Piper Aircraft gained EASA certification on the M600/SLS Halo equipped with Garmin’s Autoland avionics, it announced on April 27. Piper also reported that it has delivered 67 units of the newest iteration of the Malibu/Meridian series. The company has demonstrated the new capability—which allows a pilot or passenger to command the aircraft to identify, descend to, and land at the nearest suitable airport—at least 100 times, though it had yet to be used in an actual emergency as of press time.

“The European certification is a key milestone for the M600/SLS aircraft, which has garnered substantial interest with the Garmin Autoland system,” said Ron Gunnarson, vice president of sales, marketing and customer support in a press release. “Additionally, the aircraft features competitive range, payload and safety features along with outstanding acquisition and operating economics. Our customers are looking for the kind of unique value proposition only available in the M600/SLS as well as the peace mind that comes with HALO and the Garmin Autoland system.”

With Europe continuing to face pandemic restrictions on travel and gatherings, the company’s demo tour has been on hold—but it anticipates the ability to launch demos overseas later this summer. The first Halo equipped M600/SLS is planned for delivery to a European customer at the end of the second quarter this year.

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Textron Aviation has gained FAA certification on the King Air 260, as it closes down production of two key models in Cessna and Beechcraft history—the Citation Sovereign+ and the King Air C90GTx.

Flying contacted Textron Aviation for its official comment on the changes: “Textron Aviation continually aligns its product offerings with current and future market demand and has ended production of the Cessna Citation Sovereign+ midsize jet and the Beechcraft King Air C90GTx turboprop,” said a company spokesperson. “Both aircraft have been valued members of legendary product lineups for decades. With the recent certification of the super-midsize Cessna Citation Longitude business jet and continued success and proven reliability of the Cessna Citation Latitude midsize business jet, we are taking the opportunity to minimize overlap within this customer segment.”

When it first debuted in 1998, the Sovereign filled a niche in the marketplace “that had been previously unrecognized,” according to author Jeffrey L. Rodengen in The Legend of Cessna. “In an interview, [then-Cessna chairman Russ] Meyer said it occurred to a number of people that customers of the [Citation] Excel, which received certification in April 1998, would eventually require a larger aircraft in the midsize price category. ‘We asked ourselves, “Why are we ignoring a market where there are almost 1,800 midsize operators?” In addition, three or four years from now, a lot of Excel customers will be looking for a larger airplane.’” Textron Aviation had delivered a total of 349 Sovereigns by its end of production in 2013, and 94 Sovereign+ models through the end of 2020.

Sovereign pilots appreciated the Model 680′s well-placed positioning in the midsize-jet segment. “It does everything pretty well,” said Bert Hutchison, who currently flies for a corporate operator in the Midwest with two of the jets in its fleet. “It was well-designed when it came into the market space for user-friendliness—it’s very pilot-intuitive and easy to learn within a couple of flights. It has great performance for the size of airplane—runway performance, useful load. It’s really good at doing a lot of basic things that customers wanted out of an airplane. That’s why they took it and made a Latitude out of it.”

Similarly, the C90 model run has come to its denouement nearly 50 years since the C-series debuted, and in parallel with new models recently certified—specifically the King Air 260, which achieved that goal on March 10, 2021. According to Textron Aviation: “The Beechcraft King Air product lineup…recently introduced the newly upgraded King Air 260 and King Air 360 turboprops to the market. The King Air C90 series aircraft, which celebrated its first delivery in 1971, will forever be remembered as the pioneer of the King Air family of products.” Textron Aviation had delivered approximately 1,643 of the C90 series through Q4 2020.

The King Air 260 builds on the 200 series with a host of updates—plus a maximum range of 1,720 nm and a max cruise speed of 310 ktas. On the flight deck, the integration of the Innovative Solutions & Support ThrustSense autothrottle—a 2021 Flying Editors’ Choice Award winning design—helps pilots during a critical phase of flight by automatically managing engine power during takeoff and initial climb, as well as throughout the remainder of the in-flight segments. The digital cabin pressure controller found on the new King Air 360 is also installed on the 260, as an additional workload-relieving system.

Textron Aviation offered an assurance to current operators of both aircraft series: “Citation Sovereign and Sovereign+ customers, as well as King Air C90 customers, will continue to receive exceptional service and support through the company’s extensive global service center network, as well as our highly experienced Product and Parts Support teams.”

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In 1973, the United Kingdom joined the European Economic Community (EEC), the precursor to the European Union (EU), a partnership that caused a clash of opinions along the way. A June 2016 referendum asked UK voters if the country should remain in the EU or leave, an initiative that was nicknamed “Brexit” for British Exit. When more than 17 million votes were counted, 52 percent voted to leave the EU.

What followed was years of shouting in the UK Parliament, many missed deadlines, and total disagreement between the “remain” and “leave” camps. It wasn’t until January 31, 2020, that the exit finally happened. Now that Brexit is final, the divorce with the EU is just getting started, and as with any long relationship with intermingled affairs and finances, it will be messy on many levels.

One area that now has more questions than answers is in aviation, as UK aviation will now be regulated by the United Kingdom’s Civil Aviation Authority (CAA) after years of being under the watchful eye of the European Union Aviation Safety Agency (EASA). What this means for any US airframe or equipment manufacturer that wants to continue selling in the UK market is unclear at this point as a “transition period” begins that will ultimately shift regulatory authority from EASA to CAA.

To help with this transition, CAA has built a “microsite” that lists a great deal of information for how all facets of aviation will be handled going forward. While the site covers a lot of ground, it is clear the negotiations to facilitate the transition are just getting started, and much of the information delivered is general and not specific. What this means for US OEMs wanting a piece of the UK market is that they’ll need to stay on top of these negotiations between CAA and EASA by subscribing to news and updates and choosing the “EU exit” category in CAA’s SkyWise alerting system.

CAA states that “following the country’s exit from the EU on 31 January, the UK will enter a transition period until 31 December 2020, while the future UK-EU relationship on aviation is determined. During the transition period, EU law will continue to apply and the UK and its aviation sector will continue to participate in the European Aviation Safety Agency (EASA) system. The UK will continue to be party to the EU Air Services Regulation and mutual recognition provisions established under the EASA Basic Regulation. Existing agreements between the EU and third-country agreements, such as agreements relating to air connectivity and aviation safety, will continue to include the UK. As a result, businesses and individuals operating in the UK should see no change to existing conditions during the transition period.”

CAA added that “While negotiations toward that objective will proceed during the transition period, different outcomes are possible, including the scenario that no UK-EU aviation safety agreements are in place at the end of the transition period on 31 December 2020.”

“The UK Government and the European Union have both said they intend to agree to a bilateral aviation safety agreement, as the UK will no longer participate in the European Aviation Safety Agency’s (EASA) system after the transition period ends,” said Tim Johnson, UK Civil Aviation Authority Director. “The UK Civil Aviation Authority has been planning for this outcome since the 2016 referendum, and we are prepared to take over regulatory responsibilities from EASA. There will be no immediate changes to aviation regulations at the end of this year, because of these preparations.”

There is much work to be done before the transition from EASA to CAA control is complete. CAA states that some of these tasks include providing legal and policy support in developing necessary legislation to ensure that the statute book continues to function effectively in all scenarios, working with the Department for Transport (DfT) to develop and implement Bilateral Air Safety Agreements or similar agreements with the US, Brazil, Canada, and Japan to replace those currently in place with the EU, and implementing contingency plans for the regulation of aviation in the event of the Brexit transition period ending in December 2020 with no UK-EU aviation safety agreements in place.

To help organizations with their planning, CAA lists the assumptions that they used to develop their approach for the potential scenario of no aviation safety agreements being in place at the end of the transition period. “Our use of these assumptions does not mean that the CAA views this outcome as likely; they allow us as a responsible regulator to prepare for all possible eventualities,” they said. “The UK plans to withdraw completely from the EASA system on 1 January 2021, meaning that the CAA will need to fulfill regulatory functions without having EASA as a technical agent and without having access to EASA and EU-level capabilities. UK licenses and approvals issued when the UK was an EASA member will continue to have validity under UK law but only those contained in EU Regulation 2019/494 will continue to have validity within the EU system, as defined by that regulation.”

To read all documentation provided by CAA, visit their Brexit microsite, and for EASA-related information, visit their Brexit page.

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