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The CAA’s guide to

Brexit No Deal
& Aviation
Safety
September 2018

CAP1714
Introduction
The stated preference of the UK Based on the Technical Notices Each business or individual that
Government and the CAA is that published on 13 September 2018, might be affected by a no deal
the UK remains part of the EASA this document explains for EU Brexit should consider and make
aviation safety system post Brexit. businesses and individuals decisions for itself on the
Whilst this remains our position, operating in the EU aviation system implications of this scenario and
we are preparing for the possibility what the UK Government and the plan accordingly
of a no deal Brexit in March 2019 CAA would do in this scenario to
maximise continuity and stability
for passengers and the aviation and
aerospace sector. It also states the
EU’s current position on a number
of issues.

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Brexit & aviation safety

Aviation is a global industry that is The UK is currently a key member Remaining an EASA member is a
globally regulated. Under any of EASA, the EU’s agency that goal shared by the UK Government
Brexit scenario, the UK and the oversees aviation safety and the CAA. However we are
CAA remain committed to working closely to prepare in case
maintaining global safety standards this can’t be achieved.

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What is our position if there is no deal by 29 March 2019?

We are committed to maximising UK aviation will be as safe after we leave the EU as before. In the no deal
continuity and stability for scenario, we would recognise EASA certificates, approvals and licences for
consumers and the UK’s aviation use in the UK aviation system and on UK-registered aircraft at least for a
and aerospace industries. period of two years following Brexit. It would, in the UK’s view, be in the
EU’s interests to recognise UK certificates, approvals and licences in the
same way. To date, the EU has publicly stated it would not do so.

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UK registered commercial pilot – what would it mean?

For most UK registered commercial Global aviation rules (ICAO) mean Pilots with UK licences who want
pilots, there would be little impact. that UK issued pilot licences would to fly EU-registered aircraft post-
be valid for use on UK-registered Brexit would need to transfer their
aircraft, regardless of the licence to another EASA member
negotiation’s outcome. state before Brexit, or seek a
second licence from an EASA
member state.

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EASA state commercial pilot licence - what would it mean?

If pilots currently hold a commercial licence from another EASA member The CAA is currently developing
state, they would need to seek validation from the CAA to operate UK- processes to make this as
registered aircraft if they want to fly outside the UK. seamless as possible.

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UK licensed aircraft maintenance engineers – what would it mean?

Engineers maintaining aircraft are UK registered engineers would be The UK CAA would allow engineers
licensed by the CAA. able to continue to maintain UK- licensed by other EASA member
registered aircraft, but not states to maintain UK aircraft for
EU-registered aircraft unless the up to two years after Brexit.
EU decides to recognise UK
engineer licences.

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Cabin crew approvals (attestations) – what would it mean?

Cabin crew are approved (or EU issued cabin crew attestations Under the EU’s current position, UK
“attested”) by their airline against for UK registered aircraft would be issued cabin crew attestation for EU
common standards. UK issued recognised by the CAA as valid for registered aircraft would cease to be
cabin crew attestations on UK up to two years from 29 Mar 2019. valid post Brexit. Operators of EU
registered aircraft would remain After that, operators of UK registered aircraft would need to
valid. registered aircraft would need to ensure that they issue their own
issue crew currently holding an EU attestations to any crew currently
issued attestation with a UK holding UK issued attestations.
attestation.
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Aircraft design organisations – what would it mean?

EASA currently directly approves The CAA would recognise the The EU has said that existing UK
organisations that design aircraft validity of existing UK companies design approvals would not be
and aircraft components. with design approvals issued prior valid post Brexit. Unless the EU
to Brexit by EASA. The UK CAA changes its position, UK design
would continue to recognise EU businesses wanting to support EU
member state design aircraft would need to register
organisations for up to two years themselves in an EASA Member
after Brexit. State post Brexit.
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Production of aircraft components and parts - what would it mean?

Approvals are given to The UK would recognise the validity The EU has said that it would recognise
organisations who produce aircraft of existing approvals held by UK and the validity of components already on
components. EU registered businesses for EU aircraft, but not components
components they produce for UK already manufactured by UK registered
registered aircraft, including those businesses and not yet fitted to EU
already fitted to aircraft, those aircraft, nor new components
manufactured but not yet fitted manufactured in the future by UK
and those manufactured in the registered businesses against existing
future. or new designs.
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Aircraft maintenance – what would it mean?

There are a range of organisations The CAA would recognise the The EU’s current position means
that have approvals from the CAA validity of existing UK or EU that UK registered maintenance
to maintain aircraft, oversee their approvals for UK organisations to organisations would no longer be
maintenance and train engineers. work on UK registered aircraft, for able to maintain EU registered
a 2 year period after Brexit. aircraft after Brexit unless they seek
a new approval from an EASA
member state.

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Airline safety operational approvals – what would it mean?

Post Brexit, UK and EU registered EU registered airlines operating in The EU’s current position is that UK
airlines would need ‘third the UK would need a third country airlines would need to seek third
country operator’ approvals by or foreign carrier approval to country operator approval to
the EU and UK respectively operate into the UK post Brexit. operate in Europe post Brexit. The
The CAA is already preparing the EU/EASA has not yet set out
systems and processes to whether it will receive applications
complete these applications prior prior to Brexit.
to Brexit.
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But it’s not just the EU…

The CAA and DfT are working with the USA, Canada and Brazil to ensure replacement Bilateral Aviation Safety
Agreements are in place post Brexit. These arrangements facilitate the recognition of each others’ safety
certificates, and support both international trade and airline operations. Similar agreements are not necessarily
needed with other countries: member of the global aviation regulator ICAO provides a degree of confidence in
respective safety regimes, and in some cases we agree specific working arrangements with individual states.

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