Beyond Mazur: Rights of Audience and the Continuing Problem of Unqualified Advocacy.

Whitestone Chambers’ Mina Heung, acting for British Airways Plc in Poulten & Others v British Airways Plc, 20 July 2026, successfully challenged the right of audience of an advocacy agent appearing in a small claims flight compensation case before District Judge Atkin at Uxbridge County Court.

The Court held that the advocate had not established a legal entitlement to appear. It also found that the challenge had been properly raised and awarded British Airways its costs arising out of the adjournment and determination of the preliminary issue.

The ruling provides a timely reminder that recent clarification of the law concerning the conduct of litigation has not resolved the separate and increasingly contentious question of who is entitled to conduct advocacy in the County Court.

The position after Mazur.

In Mazur v Charles Russell Speechlys LLP [2026] EWCA Civ 369, the Court of Appeal addressed the reserved legal activity of conducting litigation. It held that an unauthorised person may lawfully perform litigation tasks for and on behalf of an authorised individual, provided that the authorised individual retains responsibility and appropriate arrangements exist for management, supervision and control.

Mazur was an important decision, but it did not determine the separate question of rights of audience.

The Legal Services Act 2007 identifies the conduct of litigation and the exercise of a right of audience as distinct reserved legal activities. Authority to undertake litigation work under supervision does not therefore answer whether an individual is legally entitled to address the Court as an advocate.

That distinction was central to the issue before District Judge Atkin.

The representation structure.

The underlying claim concerned UK 261 statutory compensation following the cancellation of a flight.

The passengers had instructed a firm of solicitors to conduct their claim. That firm instructed a separate advocacy provider, which in turn instructed the individual who attended the hearing.

The structure was therefore:

Passengers → solicitors on the court record → advocacy provider → individual advocate

The individual did not possess an independent right of audience. His entitlement to conduct the hearing therefore depended upon establishing that he fell within an applicable exception.

The Court considered two possible routes: Practice Direction 27A and the exempt-person provisions within Schedule 3 to the Legal Services Act 2007.

Practice Direction 27A.

Practice Direction 27A defines a “lawyer”, for the purposes of representation on the small claims track, as including a barrister, solicitor or a legal executive “employed by a solicitor”, together with those otherwise authorised to act as litigators or advocates.

The advocate was described as having been “engaged” by the advocacy provider. The Court rejected the submission that the words “employed by a solicitor” should be interpreted as extending to any individual subcontracted or commercially engaged by a legal services business.

District Judge Atkin concluded that, had the provision been intended to encompass any person retained through such an arrangement, it could have been expressed in those broader terms.

The Practice Direction did not provide a general route by which an external advocacy agent could acquire a right of audience.

The limits of Halborg.

The alternative argument relied upon Schedule 3 paragraph 1(7) of the Legal Services Act 2007 and the decision in Halborg v Apple (UK) Ltd & Another [2022] (Unreported).
Halborg has frequently been relied upon for the proposition that advocacy may amount to “assisting in the conduct of litigation”. It is, however, a persuasive County Court decision rather than binding appellate authority, and it arose from a particular factual and professional structure.

In Halborg, the firm responsible for instructing and supervising the advocate was also, through its trading style, providing the litigation services in the proceedings. The Court’s conclusions were reached in the context of that integrated arrangement.

The structure before District Judge Atkin was materially different. The solicitors conducting the claim and the separate advocacy provider were distinct entities, with the individual advocate appearing at the end of a further chain of instruction.

The Court was not satisfied that the statutory conditions had been established merely by relying upon Halborg and asserting that the advocate was supervised.
Halborg did not confer an automatic right of audience. It did not operate as a gateway through which every individual instructed by an advocacy provider could pass.

A closer comparison: Vehicle Control Services v Langley.

The Defendant relied upon Vehicle Control Services Ltd v Langley [2026] EWCC 1 as a closer factual comparison.

Langley also concerned a layered structure in which the solicitors conducting the litigation instructed a separate advocacy provider, which then subcontracted an individual to attend the hearing.

DJ Pratt distinguished that arrangement from the traditional model of a managing clerk or legal executive genuinely working under the direction of the solicitor conducting the litigation. The Court held that advocacy alone could not make the exemption self-proving and that supervision by an advocacy agency which had taken no part in the litigation did not necessarily satisfy the statutory conditions.

District Judge Atkin considered the structure in Langley to be more closely analogous to the case before her.

The Court accepted that advocacy might, in an appropriate case, form part of assisting in the conduct of litigation. The difficulty was that the existence of advocacy could not, by itself, establish all the remaining elements of the statutory exemption.

The decision.

District Judge Atkin found that the right-of-audience challenge had been correctly raised.

The Court was not satisfied that the advocate fell within the relevant definition under Practice Direction 27A. Nor was it satisfied that the requirements of Schedule 3 paragraph 1(7) had been established.

The Judge emphasised that the responsibility rests upon the person seeking to exercise a right of audience. An individual without independent advocacy rights must attend court and be able to establish the legal basis upon which they seek to appear.

The ruling was expressly fact-specific. It did not establish that no advocacy agent could ever fall within the statutory exemption. It established that the exemption cannot be presumed merely because an individual has been instructed by a solicitor or through an advocacy provider.

The Defendant was awarded its costs arising from the adjournment and of the preliminary issue.

Why the issue matters.

Rights of audience are not just a procedural formality.

An advocate appearing before the Court undertakes professional responsibilities to the Court, the client and the administration of justice. Barristers, solicitors and independently authorised advocates are subject to regulatory standards, professional discipline and insurance requirements.

The same entitlement cannot be created simply by applying a professional-sounding label or inserting a regulated firm somewhere within a chain of commercial instruction.

The point is particularly important in high-volume small claims litigation. A claimant may have instructed one business, while the individual ultimately conducting the hearing has been retained through several further layers and may have had no direct contact with the claimant.

The claimant nevertheless remains the party to the proceedings and may bear the consequences of the way the case is presented, including an adverse costs order.

Clarity about who is entitled to appear therefore protects not only the Court and the opposing party, but the litigant whose case is being conducted.

The need for authoritative guidance.

Mazur has now provided authoritative clarification concerning the delegation and supervision of litigation work. It should not, however, be treated as resolving the separate law governing advocacy.

The continuing divergence between County Court decisions such as Halborg and Langley demonstrates the need for binding appellate guidance on the application of Schedule 3 to modern advocacy-agency arrangements.

Until that guidance is available, courts are likely to continue examining these arrangements on their individual facts.

The central principle remains straightforward.

An individual without an independent right of audience does not acquire one merely because they have been instructed through solicitors or an advocacy provider.


Halborg is not a gateway. Rights of audience must be established, not assumed.

This article is based upon counsel’s contemporaneous note of an ex tempore judgment. An approved transcript is awaited.

© Mina Heung 2026

Gulfstream G700’s 100 Speed Records: Why This Matters Beyond Speed Records

Whitestone Chambers friends at Gulfstream Aerospace recently announced that its G700 business jet had achieved both its 100th customer delivery and its 100th city-pair speed record, the headlines naturally focused on speed. The G700’s 100th record was set on a flight from Georgia to California, completed in just 4 hours and 36 minutes at an average cruise speed of Mach 0.91. Shortly afterwards, the same aircraft set another record flying from California to New Jersey. For context, Mach 0.91 is significantly faster than the cruising speed of most commercial airliners, placing the G700 among the fastest civilian aircraft currently in regular operation.

Yet the most interesting part of the story is not the speed record itself. Impressive as those numbers are, speed records are ultimately a marketing tool. They demonstrate performance, generate headlines, and help manufacturers distinguish their aircraft in a highly competitive market. The more revealing figure in Gulfstream’s announcement is arguably not 100 speed records, but 100 deliveries.

The G700 only entered service after receiving certification from the Federal Aviation Administration (FAA) in March 2024. Since then, Gulfstream has delivered 100 aircrafts, secured approvals in over 20 countries, and seen more than 700 pilots obtain type ratings for the aircraft. For a highly sophisticated aircraft costing tens of millions of dollars, that is a remarkable pace of adoption.

What makes this significant is the amount of work that takes place behind the scenes before an aircraft can reach that point. When a new aircraft enters service, manufacturers are not simply selling a product. They are introducing an entirely new aircraft type into a highly regulated global system. Regulators must be satisfied that the aircraft is safe. Pilots must undergo specialised training. Maintenance programmes must be developed and approved. Operators must update procedures and manuals. Insurers have to assess risk. National aviation authorities must determine whether they will recognise or validate the original certification.

By the time the 100th G700 was delivered, an enormous amount of regulatory coordination had already taken place. Modern aviation law depends on a level of international cooperation such as the International Civil Aviation Organisation (ICAO) who define the standards and recommended practices that govern aviation safety, security, efficiency and environmental protection across 193 member states. Imagine if every country required Gulfstream to repeat the entire certification process from the beginning before permitting the G700 to operate within its airspace. Aircraft manufacturers would face years of additional testing, operators would encounter significant delays, and international aviation would become vastly more expensive and inefficient.

Instead, aviation regulators operate within a framework built on cooperation and mutual confidence. When a trusted authority such as the FAA certifies an aircraft, other regulators frequently rely upon that work when considering their own approvals. While additional reviews may still be required, the system avoids unnecessary duplication while maintaining safety oversight.

The G700’s rapid acceptance across multiple jurisdictions is therefore not simply a commercial success story. It is also evidence that this international regulatory framework continues to function effectively in an era of increasingly advanced aircraft. The aircraft also highlights a broader trend in aviation regulation. Modern business jets are becoming more technologically sophisticated, and as aircraft evolve, regulators face the challenge of ensuring safety without stifling innovation.

Aviation regulation has gradually shifted from a prescriptive regulatory framework to a performance-based approach, with regulators increasingly focusing on whether manufacturers can demonstrate that an aircraft achieves the required level of safety. Rather than prescribing a single design solution, they ask manufacturers to demonstrate that the aircraft meets the required level of safety. The G700 is an example of how that approach works in practice. Its certification demonstrates that existing regulatory frameworks are capable of accommodating new technologies while preserving the high safety standards upon which aviation depends.

Looking ahead, the most significant legal debates surrounding aircraft such as the G700 may centre on environmental regulation. Critics argue that private jets generate disproportionately high emissions per passenger, making them an increasingly visible target in discussions about climate policy. Supporters, meanwhile, point to the economic value they create by facilitating investment, international business activity, and connectivity to locations that may not be well served by scheduled airline services.

The G700 sits squarely within this debate. On the one hand, it represents technological progress. Compared to many older business jets, it is more fuel-efficient, incorporates modern engine technology, and is capable of flying longer distances with greater efficiency. If operators replace older aircraft with newer models such as the G700, emissions can be reduced on a per-flight basis. However, critics question whether efficiency improvements alone are enough. If the broader policy objective is to reduce aviation’s environmental footprint, the debate shifts from how aircraft are operated to whether certain types of flying should be encouraged at all. In that sense, the discussion becomes less about technology and more about public policy.

This presents regulators with a difficult challenge. Should aviation law focus on accelerating fleet modernisation and encouraging the adoption of cleaner aircraft? Or should it impose measures designed to discourage certain categories of air travel altogether?

The answer is likely to influence a wide range of regulatory developments, including sustainable aviation fuel mandates, emissions trading schemes, carbon taxation, environmental reporting requirements, etc. As environmental regulation becomes a larger part of aviation law, the legal questions surrounding aircraft such as the G700 may ultimately have to do with how society chooses to balance innovation, economic activity, and climate objectives.

Viewed in that context, Gulfstream’s latest announcement highlights the commercial success of one of the world’s most advanced business jets, but also offers a glimpse into the legal, regulatory, and environmental challenges that are likely to shape the next chapter of aviation. Modern aviation may no longer be defined solely by technological capability, but by how that capability fits within an increasingly complex regulatory landscape.

© Whitestone Chambers 2026

Sources:

Ground Breaking Legal Reform

Baroness Carr, the Lady Chief Justice of England and Wales, has recently announced significant reforms to the structure of the High Court. From October of this year, the Chancery Division – the court that typically deals with commercial work – will be replaced by a new Business and Property Division, bringing many of the courts responsible for commercial and business disputes under one “roof”.

Out with the old…

The reform marks a bittersweet end to my beloved Chancery Division. It’s where as a young barrister I wanted to practice and I have been lucky enough to do so my entire career. The Chancery Division’s long history: with its early roots dating back to the Court of Chancery of the fourteenth century and the King’s Chancery several centuries earlier: make it one of the oldest institutions in the English legal system.

Critics of the previous structure have long argued that the division of commercial work between the Chancery Division and the King’s Bench Division was increasingly artificial. Despite handling similar types of high-value business disputes, courts such as the Commercial Court and Technology and Construction Court remained administratively separate from the Business and Property Courts. This may not accurately reflect the requirements of modern litigation – where disputes often span multiple areas of law and require specialist expertise drawn from different jurisdictions.

“Some might say that our three existing High Court Divisions no longer represent the work we actually do… Perhaps we should think about whether judicial leadership and the High Court Divisions should not more accurately reflect the types of work that are actually being done by our courts in 2025.” (Baroness Carr, Dec 2025)

…In with the new?

Under the new structure my former mini pupil master, Sir Colin Birss, currently Chancellor of the High Court, will become President of the Business and Property Division – headquartered in the Rolls Building in London, and continuing to operate from regional centres in Birmingham, Bristol, Cardiff, Leeds, Liverpool, Manchester, and Newcastle. 

In addition to the specialist courts already administered within the Chancery Division, he will assume responsibility for three courts that have historically sat within the King’s Bench Division: the Commercial Court, the Technology and Construction Court and the Admiralty Court. These courts will join the existing Business and Property Courts jurisdictions, including the Business List, Financial List, Competition List, Insolvency and Companies List, Intellectual Property List, Property, Trusts and Probate List and Revenue List.

Bringing these specialist jurisdictions together under a single division is intended to improve efficiency and make judicial deployment more flexible, enabling cases to be assigned more easily to judges with the most appropriate expertise. Such a single division had been proposed at the time of the CPR being developed in 1998 but was not followed through.

The government has welcomed the changes. In a statement to Parliament, Justice Secretary David Lammy said the reform would strengthen the international profile of the courts, improve accessibility for domestic and overseas users and provide a clearer system of judicial governance through a single point of leadership. The planned reforms come against the backdrop of a wider push by the judiciary for greater transparency in England’s courts, priorities set out by Carr.

The changes will be implemented through an Order in Council, accompanied by amendments to the Civil Procedure Rules and related practice directions.

Ch.D it’s been memorable.

© Lawrence Power 2026

Sources

Reforms set out: https://www.judiciary.uk/the-lady-chief-justice-and-lord-chancellor-modernise-the-high-court-through-establishment-of-the-business-and-property-division/

History of the Chancery Division: https://rozenberg.substack.com/p/new-high-court-structure

Lecture by Baroness Carr: https://www.judiciary.uk/lecture-by-the-lady-chief-justice-the-constitutional-reform-act-20-years-on/

Wider push for transparency: https://www.ft.com/content/029feacc-6c07-4031-b077-5f114e91f011?countryCode=GBR&multistepRegForm=multistep&syn-25a6b1a6=1