Following the UK’s exit from the EU on 31 January, a transition period will apply until 31 December 2020. During this period, the UK and the aviation sector will continue to follow EU law and to participate in the European Aviation Safety Agency (EASA) system. As a result, businesses and individuals operating in the UK should see no change to existing conditions during the transition period, while the longer-term UK-EU relationship on aviation is determined. Please see the homepage for further details.

A fuller outline of the position as the UK enters the transition period is available here.

While the respective positions outlined in the UK Government and EU negotiating mandates indicate what both sides want in terms of future agreements on air transport and aviation safety and security, the conditions that will exist after the end of the transition period are still uncertain. Given this uncertainty, the FAQ information below should not be regarded as exhaustive and will be subject to change.

As the UK-EU negotiations move forward and more information becomes available, the CAA will update these FAQs and notify stakeholders of the updates through the SkyWise alert system. If you haven’t already done so, please subscribe to the EU exit category in the SkyWise system:

Why are some pilots applying to transfer their State of Licence Issue (SoLI) from the UK to another EASA member state?

This could be for a variety of reasons but is often because the pilot expects to be working for a non-UK EU operator and their employer requires them to hold an EASA member state licence rather than a UK one. The licence transfer process requires that the pilot’s medical records are also transferred to the receiving state and that the new state issues a new medical certificate.

For the duration of the transition period, the position remains unchanged: UK-issued licences and medical certificates are mutually recognised across all EU and EASA member states.


In the transition period, will CAA-certificated AMEs be able to issue medical certificates to pilots licensed by EASA member states?

Yes, The European Commission has said that certificates issued by CAA-certificated AMEs will continue to be considered valid.


Can a UK CAA-certificated AME apply for an AME certificate to another EASA member state?

Yes, but an AME can only hold one EASA State approval so a new EASA AME certificate can only be issued when the UK participation in EASA ceases. UK AMEs would then continue with UK-only privileges, and at that point would need to apply to an EU state to perform medicals (as a “third country” AME). 


Will AMEs be able to hold both a UK AME certificate and an AME certificate issued by an EASA state?

This would become possible only in the event of the UK participation in EASA ceasing. The application processes and AME certificate issues would then be independent in the same way that a UK AME can currently also hold a certificate issued by, for example, the FAA, Transport Canada or CASA Australia.


What about UK Aeromedical Centres?

In the event of the UK not remaining an EASA member, EASA will accept third country applications from UK holders of Aeromedical Centre certificates. Organisations will need to decide whether they wish to hold both a UK national and an EU certificate. It is possible for UK Aeromedical Centres to apply to EASA for AeMC approval, but it is not clear how EASA would deal with the issue of the State (UK or EU) of AME certification of the Head of the Aeromedical Centre and other AMEs working in the Centre.


Will AMEs still be able to issue medical certificates to pilots with UK-issued licences?

Yes. UK AMEs and Aeromedical Centres will retain their permissions and approvals under UK law. At the end of the transition period, if the UK does not remain in the EASA system, UK-licensed pilots will have to have medical certificates issued by UK-approved AMEs and Aeromedical Centres.


Will UK-issued medical certificates be recognised in countries outside the EASA states?

Yes. The CAA’s oversight and approvals will continue to comply with ICAO’s Standards and Recommended Practices (SARPs) and therefore should continue to be recognised on a global basis.