In a dry rental agreement, the owner of the aircraft makes the aircraft available to the unmanned taker. Neither the lessor nor the taker must be in possession of an air carrier certificate, while an air carrier may be a lessor or a taker under a dry lease. As part of the wet rent, the owner makes the equipment available to the tenant, but without the cabin crew. The rest of the agreement remains broadly the same. Under this agreement, the tenant must provide cabin crew, who must also be well trained. However, in this case, the owner will provide a surveillance cabin wallet. Damp lease in some countries is also known as Wet Lease, Without Fuel. Rents are often anchored in LIBOR rates. Leasing rates for the A320neo and B737 MAX 8 are $20 to $30,000 above those of your predecessors: by 2018, a B737-8 can be leased for just over $385,000 per month. and a 12-year term with good credit can be less than $370,000 per month for an A320neo (0.74% of its capital cost of approximately $49 million), or $53 million in sales and more than $8.5 million for lease compensation for maintenance, while it is still worth $20 million. [7] A wet lease is a lease agreement whereby a company (the renter) provides an aircraft, full crew, maintenance and insurance (ACMI) to another airline or another type of business acting as an air travel agent (the taker) that pays in hours worked.

The tenant provides fuel and covers airport taxes as well as all other taxes, taxes, etc. The flight uses the tenant`s flight number. Wet leasing usually lasts 1 to 24 months. Wet leasing is usually used during peak hours or during annual and heavy maintenance checks or to launch new routes. [8] A water-leased aircraft may be used to fly services in countries where the taker is no longer in service. [9] It can also be used to replace unavailable capabilities or to circumvent regulatory or policy restrictions. Operating lease: is usually a short-term lease relative to the economic life of the aircraft. As part of operational leasing, equipment is generally purchased for a period of 2 to 7 years. The aircraft being leased is not part of the taker`s balance sheet. Given the highly technical nature of the proposal and its limited scope, and in light of the other more comprehensive clarifications proposed in Regulation (EC) 1008/2008 relating to public service obligations (PSOs) and ownership and control provisions, it seems doubtful that this specific amendment will be considered. However, the Commission had already provided in its evaluation roadmap (1) for time limits on wet leasing agreements for a separate review. In addition, the specific aspects of the ATA and the lengthy discussions in the ATA Joint Committee (Joint Committee) mean that it warrants a separate resolution.

Finally, this issue is so specific that it should not be dealt with in the same context as politically complex issues such as ownership and control. It is therefore justified to approach this proposed amendment independently. We note that on this occasion the Commission did not consider it necessary to assess the impact. However, the EESC acknowledges concerns about the proposal put forward by trade unions and other civil society organizations. A common agreement on mutual restrictions, even if it is clear, would run counter to the spirit of the agreement and would harm the commercial interests of the aviation industry. Although Wet-Lease is the main business, many of these airlines also offer their fleets for high quality charter flights.