The CAA’s guide to

Brexit No Deal
& Aviation
Safety

September 2019
CAP1714
 Introduction
The stated preference of the UK Based on the Technical Notices Each business or individual
Government and the CAA is that published on 13 September 2018, possibly 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 themselves 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. 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 31 October 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.

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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.

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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 has developed processes
state, they would need to seek validation from the CAA to operate UK- to make this as seamless as
registered aircraft if they want to fly outside the UK. possible.

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 UK licensed aircraft maintenance engineers – what would it mean?

Engineers maintaining aircraft are Engineers with a UK issued The UK CAA would allow engineers
licensed by the CAA. licence would be able to maintain licensed by other EASA member
UK-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 UK-issued cabin crew attestation for
“attested”) by their airline against for UK registered aircraft would be EU-registered aircraft may cease to
common standards. UK-issued recognised by the CAA as valid for be valid post Brexit. Operators of
cabin crew attestations on UK up to two years from the exit date. EU-registered aircraft would need to
registered aircraft would remain After that, operators of UK ensure that they issue their own
valid. registered aircraft would need to attestations to any crew currently
issue crew currently holding an EU holding UK-issued attestations.
issued attestation with a UK
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 be valid
and aircraft components. with design approvals issued prior only for nine months post-Brexit.
to Brexit by EASA. The UK CAA
would continue to recognise EU
member state design
organisations for up to two years
after Brexit.
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 Production of aircraft components and parts - what would it mean?

Approvals are given to For UK organisations, approvals The EU has said that it would recognise
organisations who produce aircraft would continue as they do today in the validity of components already on
components. supporting UK registered aircraft. EU aircraft. Components with a
For EU registered businesses, there certificate of release issued by UK-
would be no change for registered businesses prior to exit and
components already fitted, and we not yet fitted to EU aircraft would be
would continue to recognise the recognised after exit.
release certificate for new
components for up to two years.
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 Aircraft maintenance – what would it mean?

There are a range of For UK organisations, approvals The EU’s current position means
organisations that have approvals would continue as they do today that UK-registered maintenance
from the CAA to maintain in supporting UK registered organisations would need an EASA
aircraft, oversee their aircraft, as they are UK CAA third country approval to be able to
maintenance and train engineers. approvals. Organisations maintain EU-registered aircraft after
approved by an EU member state Brexit.
would be recognised for up to
two years.
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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 position is that UK airlines
airlines would need ‘third the UK would need a third country would need to seek third country
country operator’ approvals from or foreign carrier approval to operator approval.
the EU and UK respectively operate into the UK post-Brexit.
The CAA has prepared the systems
and processes to complete these
applications prior to Brexit.

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 But it’s not just the EU…

The CAA and DfT have worked with the USA, Canada, Brazil and Japan to ensure replacement bilateral
arrangements would be 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: membership 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. All the CAA’s no-deal plans have been shared fully with ICAO.

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www.caa.co.uk