Shane Ross (Dublin Rathdown, Independent)
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I propose to take Questions Nos. 560 to 565, inclusive, together.

As with most sectors, Brexit has profound implications for the European aviation sector. But each sector is also different: one of the big differences for international civil aviation is the fact that it is governed by a unique legal regime under the 1944 Chicago Convention. This makes the legalities around Brexit quite different to other areas. For instance unlike most other areas, trade in aviation services are usually excluded from general international trade and investment agreements and instead are governed by a complex web of bilateral agreements between states.

The Deputy's questions cover a number of the most important issues that Brexit raises for civil aviation. I answered a number of questions from the Deputy relating to Brexit and aviation on 2 May (questions 1323, 1324, and 1325) and my answer outlined how aviation matters fit in to the whole-of-government approach to Brexit. Since then the Government has also published a comprehensive document outlining its approach to the Brexit negotiations, which includes a section dealing with transport.

In relation to transitional arrangements the Government has outlined that Ireland's position is that, in order to provide certainty and continuity, a transitional arrangement, bridging the gap between a withdrawal agreement and a future relationship agreement, will be necessary and should be provided for. The particular importance for aviation of such transitional arrangements has been emphasised during the process for the development of the Government's approach, including for the reason correctly highlighted by the Deputy, that airlines plan their routes and sell seats up to a year in advance. Other sectors face similar planning issues, which is why certainty and an orderly withdrawal is being prioritised.

The EU-US Open Skies Agreement is one of over a thousand international agreements which the EU has entered into on a whole range of issues. It is the most important EU aviation agreement. There are a range of possibilities as to how Brexit may impact on this agreement and other similar aviation agreements with third countries.

A similar range of possibilities arises in relation to the European Aviation Safety Agency. EASA currently has a range of different relationships with non-EU states. Some non-EU states have full membership of EASA, while others have observer status, bilateral agreements and/or working arrangements. The UK has played an important role in developing the European aviation safety regime and no doubt it will continue to do so after Brexit.

In relation to Ireland's bilateral aviation agreement with the UK, this was first put in place in 1946 and was last updated in 1988. Other Member States have similar agreements in place. The future status of such agreements will depend on the outcome of the future relationship negotiations with the UK.

All the above issues do of course pose risks for future air connectivity within Europe. The Government has been clear that its approach is aimed at minimising the impact of Brexit on our trade and economy and an orderly withdrawal of the UK from the EU. The Government recognises that there is a desire to have clarity and certainty on every detail of the future EU-UK relationship as quickly as possible. However, we also need to be realistic about the process we are heading into, and the time it will take to reach a full conclusion.

I thank the Deputy for highlighting these important issues. However, it is too early in the Brexit process to speculate in any detail on the possible impacts or outcomes. These questions relate to the future relationship of the EU and the UK in aviation and much depends on progress that can be made during the negotiations on such matters. Ireland will be ready for those negotiations when they begin and the necessary preparations and consultations are already in place.