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.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: skywise.caa.co.uk
The most detailed and up-to-date information on specific aviation sectors can be found by clicking on the relevant tabs on landing page of this microsite: https://info.caa.co.uk/eu-exit/
Content is regularly updated and you can be alerted to updates by subscribing to the EU exit category in our SkyWise alerting system: SkyWise.caa.co.uk.
UK aviation will be as safe after we leave the EU as before.
We are committed to ensuring that changes to the regulatory environment after the UK leaves the EU do not lead to any difficulties for air travellers or businesses around the world.
We would therefore encourage you to share the link to this microsite with any organisations or individuals in your country who might benefit from the information.
How would the UK’s safety regulation work if the UK is outside the EASA system after December 2020?
Different outcomes to the discussions on the future UK-EU relationship are possible, including the scenario that the UK is outside EASA and there is no mutual recognition of safety certificates.
The CAA is well advanced with contingency plans to act as the UK’s aviation regulator, independent of EASA and with no mutual recognition of safety certificates between the UK and European systems, should that be outcome at the end of the transition period. These plans have been shared fully with ICAO.
NAAs may be assured that:
- All EU regulations applicable at the end of the transition period will be retained in UK domestic legislation. The content of UK regulations will be unchanged from EU regulations at the end of the transition period and the CAA will continue to conduct oversight.
- The UK will continue to fulfil all its obligations under the Chicago Convention.
- The UK is re-establishing its aircraft design certification capability to fulfil its ICAO Annex 8 State of Design obligations so the UK can issue new approvals from 1 January 2021.
Would the UK continue to recognise EASA-issued certificates?
Would certificates from CAA-approved organisations be compliant with ICAO Standards and Recommended Practices (SARPs)?
What forms would the UK use to certify new and used parts?
CAA-approved organisations would issue a CAA Form 1 for new and used parts. This will be in place of the EASA Form 1 and be nearly identical in content and lay-out. An image is available here.
What would new UK flight crew licences look like?
They would be virtually identical to the current EASA licence. An image is available here.
What forms would the UK use to validate an aircraft’s certificate of airworthiness?
The CAA would issue a CAA ARC Form 15a and CAA-approved organisations would issue a CAA ARC Form 15b for aircraft airworthiness validations. These would be in place of the EASA ARC Form 15a and 15b and be nearly identical in content and lay-out. Sample images are available here for CAA Form 15a and CAA Form 15b.