The EU Single Market for Air Services was created by three regulatory measures introduced by the Commission in the 1990s. The final package removed all remaining restrictions for EU air carriers and created the concept of a `Community airline` to replace domestic carriers. “Community air carriers” could have access to any intra-eu linkage and provide services to customers without the prior authorisation or authorisation of the authorities of those Member States. As a result, a UK-based airline can not only offer connections between the UK and another EU Member State, but also connections between other EU Member States (without having to fly over the UK) and domestic routes to other Member States. To be a “community airline,” airlines must meet the following requirements: 2. However, the user fees levied by the airlines of the other contracting party may not exceed the full costs incurred by the relevant authorities or pricing bodies for the provision of the appropriate airport, the airport environment, air traffic control and air security facilities and services at the airport or within the airport system. These expenses may include a reasonable return on assets after amortization. Facilities and services subject to royalties are provided efficiently and economically. EU membership also forms the basis of British airlines` access to air markets in some third countries. Dr Humphreys pointed out that the Commission had acquired “increasing powers to negotiate on behalf of the Whole of Europe” with regard to air services agreements with third countries.296 While the United Kingdom has concluded 111 bilateral air services agreements with third countries, these are supplemented or obsolete (in cases where two agreements exist for the same country) by agreements at EU level , including with the United States. , Canada and neighbouring countries such as Morocco and Israel.297 Member States are not always in a position to make decisions that could have a negative impact on air carriers based on their territory. This puts the Commission in a difficult position which could call into question the assessment of national authorities. It is not sustainable; The criteria should be assessed by the European Commission (after close consultation with Member States and stakeholders) so that they can be applied uniformly and uniformly across the EU.

A periodic review should be conducted to avoid changes detrimental to the originally authorized situation. A mechanism should be put in place to require airlines to disclose information and cooperate with the Commission`s services. 236.A bilateral air services agreement, which is currently expected to maintain market access for market-linked airlines, should allow UK airlines to provide duties on non-stop flights between EU Member States and domestic flights within EU Member States. Given the size of its aviation sector, the UK should have leverage in the negotiations, but we note that there is no precedent for the inclusion of a comprehensive bilateral air services agreement within an EU Member State. 225.Mr Pearce stressed the increased importance of the EU-US open skies agreement to the UK economy: “We have, for example, many joint ventures on the North Atlantic that rotate over London, so these open skies agreements are a prerequisite for these structures. 319 The government, he argued, had to “protect the wider open sky [and] … Agreement with third countries,” and recommended “early discussions with the United States.” 320 224 Virgin Atlantic, whose joint venture with US airline Delta Airlines accounts for 70% of its business, said: “There should be no restrictions on flights between the UK and the US.” It also argued that the negotiations on the continuation of the