APPENDIX 12
Memorandum submitted by British Airways
Plc
1. All matters concerning air transport
between the UK and the Russian Federation, and all matters involving
overflight by UK airlines of the territory of the Russian Federation
are covered by the bilateral Air Services Agreement between the
two States. The UK-Russia agreement is unique among UK Air Services
Agreements in that it is the Russian practice to treat overflights
(i.e. the operation of services which use the airspace but do
not land in Russia) as requiring specific traffic rights. The
number of overflights which may be operated is also subject to
negotiation and agreement with the Russian Federation. Where these
overflights use the airspace over Siberia (for instance en-route
to Japan) a royalty is charged for the use of the route in addition
to the normal charges for the provision of air traffic services.
All other Western European States are subject to the same type
of agreement.
It is thus about the most complicated regulatory
environment to which British Airways is exposed.
2. Negotiation of Air Services Agreements
on behalf of the UK is the duty of DETR. In this they are supported
by the Aviation and Maritime Department of the FCO ("AMD"),
as well as by the Embassy in Moscow. British Airways would like
to use this opportunity to acknowledge the quality of support
it receives from both AMD and the Embassy.
3. The relationship between British Airways
and the Russian Aviation Authorities is generally positive. However,
especially at the beginning of a new traffic season when schedule
changes occur, we do meet many difficulties in gaining the necessary
approvals. Both AMD and the Embassy have always been helpful and
effective at these times. Awareness and understanding of the sometimes
complex issues we face are normally good.
4. British Airways is also involved in the
development of the use of satellite navigation technology over
Russia, for which its vast airspace is very suitable. This project,
known as FANSTAR, continually meets random opposition and setbacks
from Russian officials, albeit that it is a joint project with
the Federal Aviation Administration. The Embassy is aware of this,
as is AMD, and does what it can.
5. British Airways has only one recommendation
to make concerning the role of the Embassy in these matters. If
anything its performance was best when there was an official in
the Commercial department who concentrated on aviation matters.
When the complexity of the relationship is taken into account—not
only British Airways, but all major UK airlines are involved—a
high level of knowledge and a good network among the Russian officials
is essential. Such a person could not only deal with crises as
they occur, but also assist in the strategic development of the
relationship.
6. In our view the final goal should be
that the UK-Russia aviation relationship should be "conventional",
i.e. free overflight, multiple designation of airlines, etc. To
some extent we are looking to the EU, together with airlines similarly
affected from other European countries, to solve the matter of
overflights. The process is inevitably slow, and the UK should
take pains to improve its own agreements in the meantime. DETR
will naturally lead for the UK, but input from the FCO will be
invaluable, especially the kind of input only an expert "on
the ground" in Moscow can give.
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