Brexit and Licensing Options [Archive]

papazulu

22nd Aug 2018, 19:42

Said employer is encouraging us to switch out license to another EU country in order to continue working post March 2019.

Mine is doing the same and as soon as my duplicate has been released by those hijackers in Gatwick, I will do it in the blink of an eye!

The misfortune of having mine stolen (with my flight bag and some 100s euros worth of kit) has in somehow become a secondary problem when compared with the STUPIDITY of the e-Licensing system I have suggested to use to EXPEDITE the process. No need to mention the extortionate fees one need to pay vs. the eternity that it takes to have things done. Can't wait to be done and dusted with this lot.

PZ :mad:

Nurse2Pilot

22nd Aug 2018, 20:07

Would it not be wise to switch license just to be safe instead of pinning your hopes and dreams and employment (!!!) on politicians and other paper-pushers?

Really, what is the advantage of a UK-issued license over something that is issued from a different EU country?

back to Boeing

22nd Aug 2018, 20:30

fly4more

23rd Aug 2018, 02:33

Really, what is the advantage of a UK-issued license over something that is issued from a different EU country?

If you are employed by a UK registered airline, you need a UK issued Part FCL. If not, then move .

After the europeans have moved "offshore" there should be plenty of jobs for us Brits with CAA paperwork!

Nurse2Pilot

23rd Aug 2018, 07:31

But are employment options limited by what country issued your license? Can a UK license holder not apply for and get a job with an EU airline? Similarly, can a Polish license holder not apply for and get a job with a UK airline? Then after getting the job, transfer the license over if needed.

Banana Joe

23rd Aug 2018, 08:55

As of today, you are not limited. They are all the same EASA license, but UK operators state UK issued license or willing to convert.
It's perfectly fine to work in the UK with any license under EASA, but I stand to be corrected on this. Maybe there is a self-imposed restriction on this in the UK.
All of my flight school mates are working, one for a Romanian operator with his Italian license, another one in Slovenia, and I recently obtained a job in another country with my Polish issued license. And the same would be possible with a UK license.

Until March 2019 if they don't reach a deal.

Daysleeper

23rd Aug 2018, 09:04

So you are a UK citizen operating on your Shiny UK CAA issued licence but working for a European carrier whois telling you post Brexit you won't have a job! If the Politicians go no transport deal that is.
Said employer is encouraging us to switch out license to another EU country in order to continue working post March 2019.
Are other companies pursuing similar avenues?
Thoughts welcome.

Dear moderators, if this is in the wrong forum, please feel free to move it.
Regards.
Carve111
Perplexed as always .

If (assuming you're a UK citizen) there is no deal then the lack of a licence won't be an issue as you simply won't be legal to work in any job in the EU27 licence or not...but that's OK cos you won't have any right to live there either. (unless you've sorted it separately.) So if you can sort your residency then yes you would be best to change your licence now and forget the UK ever existed.

hunterboy

23rd Aug 2018, 09:15

Is there a restriction that says you have to have your Medical issued by a AME licenced in the same country as your EASA licence?

Banana Joe

23rd Aug 2018, 09:16

Is there a restriction that says you have to have your Medical issued by a AME licenced in the same country as your EASA licence?

The state issuing your license must hold your medical records. You transfer these to convert your license with the State Of License Issue form and procedure.

papazulu

23rd Aug 2018, 09:55

After the europeans have moved "offshore" there should be plenty of jobs for us Brits with CAA paperwork!

THAT was a good one, my belly hurts! How is your NHS doing now that you have 350 milions a week of cash to spare? One can't be serious...

PZ :yuk:

Alpine Flyer

23rd Aug 2018, 10:30

The state issuing your license must hold your medical records. You transfer these to convert your license with the State Of License Issue form and procedure.
There seem to be some limitations regarding to transfers from Germany as the German CAA (LBA) does not transfer medical data due to data protection concerns (and because the LBA does not have complete medical records as AME only transmit some basic fit/unfit data).
So once your license is in Germany it won't be that easy to move to another CAA.

Banana Joe

23rd Aug 2018, 11:23

There seem to be some limitations regarding to transfers from Germany as the German CAA (LBA) does not transfer medical data due to data protection concerns (and because the LBA does not have complete medical records as AME only transmit some basic fit/unfit data).
So once your license is in Germany it won't be that easy to move to another CAA.

Not if your ties with the LBA started after July 2016, but this is why easyJet and Ryanair state UK or German license.

Nurse2Pilot

23rd Aug 2018, 15:58

but UK operators state UK issued license or willing to convert.
For the life of me, I cannot imagine why someone could be offered a job only to turn it down because he/she is not willing to convert the license to a UK one. Anyone done this before?

If (assuming you're a UK citizen) there is no deal then the lack of a licence won't be an issue as you simply won't be legal to work in any job in the EU27 licence or not...but that's OK cos you won't have any right to live there either. (unless you've sorted it separately.) So if you can sort your residency then yes you would be best to change your licence now and forget the UK ever existed.
That's a big issue you've mentioned there -- residency and right to work. I'm pretty sure this would be sorted out, deal or no deal. I cannot imagine the UK surviving if it suddenly made it illegal for non UK residents to work in the UK. The number of agency nursing staff alone who are not UK residents, doctors.... but I'm sure the paper-pushers will find a way to fk this up somehow, so I still expect to be surprised.

THAT was a good one, my belly hurts! How is your NHS doing now that you have 350 milions a week of cash to spare? One can't be serious...
Have you not heard? We're getting a 1% pay rise!! :D :D :D

Nurse2Pilot

23rd Aug 2018, 17:09

Thanks for the input! I'm guessing you can afford to say no because you had other offers on the table that did not require you to convert your license? I would expect that if I were offered a job but I needed to spend £400, I'd gladly jump on the offer!! Besides, what is £400 when you're facing a massive bond for type rating?

larryboy

23rd Aug 2018, 19:34

The state issuing your license must hold your medical records. You transfer these to convert your license with the State Of License Issue form and procedure.
Correct, and then for subsequent medicals your own local AME can carry out the medical, but they fill out and submit paperwork of the state of license issue, eg, UK CAA issued EASA ATPL, annual medical done in France by French AME, submits CAA paperwork to Gatwick.

anson harris

23rd Aug 2018, 20:24

If you are employed by a UK registered airline, you need a UK issued Part FCL

You don't.
The only reason that UK operators ask for a UK issued licence is that it complicates your LPC paperwork if they have to be familiar with the requirements of all the EASA authorities. And each authority could insist on sending someone to observe the check.

wiggy

24th Aug 2018, 04:33

How about BA insist that a pilot must be fluent in English to be able to work there?
.

Given how fluent many of the Dutch, Scandinavians, Belgians, Irish, Americans, Canadians, Aussies, New Zealanders etc etc I work with or have worked with are I doubt a language gate would change much at BA....they are way above level 4.

bulldog89

24th Aug 2018, 05:59

The CAA once prized itself on maintaining the highest of standards and maintaining them, now its hands are tied by europeanisation. We all know that an ATO in for example, Lithuania or Slovenia are a soft option route to a rating.

This is your opinion, not a fact.

For some reason, the German Airlines (and others) are still able to insist a pilot has fluent German to be employed , but in the UK, a pilot only needs to meet a min of Level 4 in English. Germany, for example, do not test or insist on a minimum level 4 in German, were such a thing to exist.You must be "fluent". Therefore , the process is hugely biased.

Because a lot of Germans prefer to speak German rather than English. Same applies in France, Spain, Italy, etc...

How about BA insist that a pilot must be fluent in English to be able to work there? Define fluent?

Non-UK pilots MUST learn another language (English) just to be able to STUDY anything aviation-related. If you really want to work in Germany you only have to learn German.
Anyway, do you really think BA is going to hire a level 4?

EASA has created misrepresentation and decidedly non level playing field.

Airline requirements are not set by EASA.

Nurse2Pilot

24th Aug 2018, 10:42

We all know that an ATO in for example, Lithuania or Slovenia are a soft option route to a rating. And much cheaper than the UK.
What do you mean by "soft option"? Cheaper, maybe, but as cost of living and wages are different, then that could be the factor influencing training fees. However, aren't the ATPL questions standardized across EASA-land? Or are you saying the ATPL exams are easier in Lituania or Slovenia while the exams are more difficult in the UK?

For some reason, the German Airlines (and others) are still able to insist a pilot has fluent German to be employed
Do they not make PAs in both English and German? Making sure your employees can interact with your expected customers seems like a no-brainer to me. It may be biased, but as there is a reason for this requirement, it makes sense.

Banana Joe

24th Aug 2018, 10:49

Try applying for Virgin without a UK issued licence, you will not get past the first page of the online application.

There are too many dodgy operators and pilots using the perceived weakness of some authorities to obtain a Part FCL, then using this to obtain employment , say in the UK.
The CAA once prized itself on maintaining the highest of standards and maintaining them, now its hands are tied by europeanisation. We all know that an ATO in for example, Lithuania or Slovenia are a soft option route to a rating. And much cheaper than the UK.

For some reason, the German Airlines (and others) are still able to insist a pilot has fluent German to be employed , but in the UK, a pilot only needs to meet a min of Level 4 in English. Germany, for example, do not test or insist on a minimum level 4 in German, were such a thing to exist.You must be "fluent". Therefore , the process is hugely biased.
How about BA insist that a pilot must be fluent in English to be able to work there? Define fluent?

EASA has created misrepresentation and decidedly non level playing field.

I'm looking forward to post Brexit.

You are not well informed. You can do your training in Poland or any other country in Europe just to cut down on the training costs because flying there is less expensive due to lower fees and taxes, but you can still be tested under the UK CAA by a UK CAA approved examiner according to your beloved UK CAA standards and obtain a UK CAA issued license. In fact, I would say that 75% of the students of where I graduated are UK students with UK licenses. And Ryanair, Jet2, Thomas Cook, Loganair and Flybe hired lots of them.

About the language, easyJet and other UK operators require ICAO Level 6, which is not easy to get.

DrJones

28th Aug 2018, 04:39

I guess this question doesn't apply if you work for the likes of BA and Virgin etc , but more aimed at UK Pilots who work for foreign companies likes me or indeed trainee UK Pilots.

If the UK is no longer a member state of EASA going forward is it worth having a UK license or is it best to convert now to a member state and continue with EASA.

In reality, how many jobs would there be for UK Pilots holding a UK license, I would imagine there would be more oportunities with EASA license.

Nurse2Pilot

28th Aug 2018, 19:24

Daysleeper

28th Aug 2018, 19:42

Honest question here --- If Brexit does happen in March next year, surely the clamp down will not happen on the 1st of April? I assume there will be a grace period wherein people can move their licenses about as needed for those who are working or for people to move their medicals or whatever paperwork (PPL?) for those who are training? It isn't going to be valid one day and void the next day, surely?

If there is not a deal then as of 23:00 uk time on 29 March 2019 then yes everything is invalid. It is an absolute cliff edge, guillotine, slammed door, whatever metaphor works for you.

Nurse2Pilot

28th Aug 2018, 21:04

If there is not a deal then as of 23:00 uk time on 29 March 2019 then yes everything is invalid. It is an absolute cliff edge, guillotine, slammed door, whatever metaphor works for you.
Thanks! Can you point me to the rules that enforces this?

Denti

28th Aug 2018, 21:05

Thanks! Can you point me to the rules that enforces this?
Here you go: https://ec.europa.eu/transport/sites/transport/files/legislation/brexit-notice-to-stakeholders-aviation-safety.pdf

Nurse2Pilot

28th Aug 2018, 21:12

Thanks for that!

Moonraker One

29th Aug 2018, 15:25

The EU just blinked it could be just another tactic in negotiations from the totalitarian overlords.

VinRouge

29th Aug 2018, 15:54

The EU just blinked it could be just another tactic in negotiations from the totalitarian overlords.
nope. full legal basis that was apparent in the regulation before the Brexit vote happened. not that it was discussed.

Meikleour

29th Aug 2018, 16:49

VinRouge

29th Aug 2018, 16:58

Denti

29th Aug 2018, 16:59

Denti: Now I am a bit confused! reading the third last paragraph where it says that to continue after the cutoff the UK would have to show compliance with the current EASA rules but that is exactly what it would be doing up to the departure date and nothing happens at midnight to change anything!!!!

Thing is, the UK can diverge from EU rules, whether it chooses to do so or not is not relevant. If the UK enters into a deal with the EU that in effect makes it impossible for the UK to diverge from EU regulations that would make sure it stays compliant and therefore would stay within the EU regulatory framework. A deal would be needed for that, as otherwise, from the EU point of view, point (3) of Article 50 of the Lisbon Treaty makes it absolutely clear that all treaties of the UK with the EU will cease to exist. And therefore the UK is a third country and will be treated as such. And third countries cannot certify their personal based on EU regulation.

What many in the UK do not seem to grasp, including most of the government, is the simple fact that at the moment there is a simple legal process to be done: Following the rules of the EU for leaving the EU, which means negotiating the separation agreement, which is only a legal document, not a political statement, and has to stay completely within the current EU rule framework. Any future relationship, phase 2 of the negotiations, is a different thing completely, and will not be negotiated until march, or even the end of the extended transition period if there is a separation agreement. The EU treats it as what it sees it: a legal procedure. Nothing more, nothing less.

* 3. The Treaties shall cease to apply to the State in question from the date of entry into force of the withdrawal agreement or, failing that, two years after the notification referred to in paragraph 2, unless the European Council, in agreement with the Member State concerned, unanimously decides to extend this period.

silverstrata

29th Aug 2018, 21:57

.
A colleague got the following reply from Dame Deidre Hutton, the head of the CAA. She says of the licencing confusion (these are quotes from the letter):

a. She understands that the industry requires clarity over the future if their licences, but she cannot give any.

b. She strongly advises stakeholders (p.c. office-speak for pilots and engineers) to make their own contingency arrangements.

c. She hopes to be able to give more information to stakeholders (pilots and engineers) in a few months time.

d. UK CAA licences are ICAO compliant and will remain valid internationally - on UK aicraft (only).

And if Britain crashes out of the EU and EASA...

e. UK licence holders will be able to apply to EASA states for a validation of their UK licence (to fly EASA aircraft - like all those Austrian registered Easy A320s). However, it will be up to that state to decide if it wants to issue a validation or not. ie - no guarantees, guys.

f. Aircrew can only hold one EASA licence (as we know). However, post Brexit you will be able to hold an EASA and a UK licence. But you cannot hold two licence before March 29th. (Which does not answer the question of whether you can keep a frozen UK ATPL, and then unfreeze it after March 29th.).

g. If you hold an EASA licence you will be able to apply for a 12 month UK validation. But each application will be dealt with individually. ie - no guarantees, guys.

In other words, some two years after the Brexit vote, the CAA has still not made any contingency plans. They could, for instance, have guaranteed UK validations of EASA licences for previous UK licence holders. They could have ensured that your UK licence will be held frozen, so it can be resurrected if necessary later. They could have gone to EASA and hammered out an agreement to stay within the broarder confines of the EASA community. But no, they appear to have done nothing.

As an aside, Dame Hutton’s previous experience was as an apartheid demonstrator, the Arts Council, a housing association, Future Farming, Food Safety, another Arts Council, the Dental Association, Consumer Council, Sustainable Development Commission, Environmental Protection and Thames Water. She was crowned the Quango Queen by the press. And with such a broad experience in technology and transport, you can see why the Labour party would see Dame Deirdre as the perfect candidate to control Britain’s aviation industry.....

ST

Banana Joe

29th Aug 2018, 23:33

I was about to convert my license and get a UK license. Reading this, I am so glad I kept my Polish license. This is such a big mess.

bulldog89

30th Aug 2018, 06:03

Will UK pilots be allowed to live and work in the EU after BREXIT?

Daysleeper

30th Aug 2018, 07:08

Will UK pilots be allowed to live and work in the EU after BREXIT?

No, Maybe, Yes.

Unless a deal is done then no UK pilots will not be allowed to live and work in the EU unless they qualify like any other third-country national. (I.e. a Canadian or Mexican or where-ever.) Some suggestions have been made that where UK citizens are already resident in a country, that country MAY allow them to remain under a fast-track residence but it is not guaranteed and the UK is refusing to issue guarantees to EU citizens and is not making it simple for EU citizens to regularise their position in the UK.

What is certain is that UK pilots will lose the right to live and work throughout the EU27 and move freely between them. The UK has absolutely committed to ending the "free" movement of workers, despite never applying the EU controls such as three month stays without employment.

Worst case scenario will be the UK being in the EASA environment like Switzerland. i would not worry too much

You do know what "worst case" means?

BONES_

30th Aug 2018, 08:46

Worst case scenario will be the UK being in the EASA environment like Switzerland.

Actually that would be the best outcome! The worse one would be no agreement leading to a crash out (going off a cliff if you prefer!) without a short/limited grace period after 29th March.

DrJones

30th Aug 2018, 08:57

Will UK pilots be allowed to live and work in the EU after BREXIT?
Can EASA registered aircraft be based in UK post BREXIT on the basis that the UK is no longer part of EASA?

Banana Joe

30th Aug 2018, 09:10

if you don’t fly for an UK operator why should you do that.

In my personal opinion, regardless brexit outcomes, not much will change. Worst case scenario will be the UK being in the EASA environment like Switzerland.

i would not worry too much.

Because I had secured a FI job in Oxford a few months ago and being based in the UK a UK license was going to be a better option for the medium-long term. Then I got a better offer somewhere else in the continent.

bulldog89

30th Aug 2018, 10:04

Can EASA registered aircraft be based in UK post BREXIT on the basis that the UK is no longer part of EASA?

I have no clue, but I don't think so...

BizJetJock

30th Aug 2018, 11:28

They could have gone to EASA and hammered out an agreement to stay within the broarder confines of the EASA community. But no, they appear to have done nothing.
Actually they tried to do exactly that, and the EASA guys in Cologne were all set for it. But then Brussels intervened and told EASA they were not permitted to do that, and instead had to produce the paper referenced above with the no deal scenario.
Putting political dogma above the best interests of the population, who'd have thought it...

Denti

30th Aug 2018, 12:46

Can EASA registered aircraft be based in UK post BREXIT on the basis that the UK is no longer part of EASA?

Most probably yes. There are EASA registered aircraft based in Russia for example. However, they have to be maintained in EASA approved MROs, by EASA approved engineers and being flown by EASA approved pilots. As the UK engineers and pilots won't be EASA licensed after a no-deal BREXIT they would have to regain those EASA qualifications inside the EU-27 like any other third country pilot by retaking the necessary exams.

Actually they tried to do exactly that, and the EASA guys in Cologne were all set for it. But then Brussels intervened and told EASA they were not permitted to do that, and instead had to produce the paper referenced above with the no deal scenario.
Putting political dogma above the best interests of the population, who'd have thought it...

EU agencies can only negotiate based on an agreement the EU commission as done. Which in this case simply can't exist as the UK is still within the EU, and of course there is no separation agreement in place that defines how things will stand after the UK has left. It is not limited to EASA, it is the same for every EU agency. It is actually not political again, it is simply rule based. And the EU is deeply rule and procedural based in its dealings.

DrJones

31st Aug 2018, 22:07

Thank Denti

Doppio

2nd Sep 2018, 08:31

After the europeans have moved "offshore" there should be plenty of jobs for us Brits with CAA paperwork!

You mean 'after the UK economy crashes due to Brexit'?

VinRouge

2nd Sep 2018, 09:36

You mean 'after the UK economy crashes due to Brexit'?
Well, seeing as I am currently banned from Rumours and News as a result of my rather pessimistic outlook (personally think its realistic but hey ho) of the future of the British economy post-Brexit, I don't disagree with you.

However, simple fact is that the CAA are going to have to regenerate regulatory capacity, even if that is to nod and agree with EASA and at least try to attempt to lobby and shape what is generated going forwards. Fat chance I know. I would have thought that this career path, particularly for those located around the South East, may be an interesting and rewarding career path where their knowledge would be put to great use, certainly once someone is experienced enough to get up with driving the tin can.

HeartyMeatballs

2nd Sep 2018, 09:59

Well, seeing as I am currently banned from Rumours and News as a result of my rather pessimistic outlook (personally think its realistic but hey ho) of the future of the British economy post-Brexit, I don't disagree with you.

However, simple fact is that the CAA are going to have to regenerate regulatory capacity, even if that is to nod and agree with EASA and at least try to attempt to lobby and shape what is generated going forwards. Fat chance I know. I would have thought that this career path, particularly for those located around the South East, may be an interesting and rewarding career path where their knowledge would be put to great use, certainly once someone is experienced enough to get up with driving the tin can.

Just in case anyone was thinking from your post that there was some pro Brexit PPruNe conspiracy, I and many others have similarly been banned despite being largely pro Brexit and optimistic. But don't let that get in your way. .

W Smith

29th Nov 2018, 07:16

New and comprehensive information on the effects of a 'no deal' Brexit on pilots and licensing is now on the Flight Training News website

DrJones

1st Dec 2018, 07:06

Hi

So you convert your UK license to another member state and then March 29th comes along and the UK are no no longer in EASA land.

I doubt this very much but do people think there will be any form.of grandfather rights in getting your UK license back, or a perhaps some form of a shortened course in getting license back.ie passing an Air Law exam.

DJ

W Smith

1st Dec 2018, 08:40

There's no need to doubt it, it's what it says on the CAA website.
I quote:------------------------------------------------------------------------------------------------------------------------------------------------------------------

Would I be able to continue operating EU-registered aircraft with a UK Part-FCL licence?

The European Commission has said that it would not recognise UK-issued Part-FCL licences.
To continue operating EU-registered aircraft, you may seek a licence validation from any EASA
Competent Authority, which would be valid for aircraft registered in any EASA Member State.
You cannot seek this until after the UK has formally withdrawn from the EU. We recommend that
you speak to the relevant NAA as soon as possible about the process for achieving a validation
of your UK issued Part-FCL licence.Alternatively, you may undertake a State of Licence Issue
transfer before 29 March 2019. This means transferring your licence from the UK to another
EASA member state.

When is the latest I could apply to transfer my licence to another EASA member state to get my
licence in time for 29 March 2019?

The CAA has no control over the issuance process of other EASA Member States, we therefore
recommend that you contact the proposed NAA directly on these matters.To enable the CAA time
to complete its part in the licence transfer process, the CAA advises that application forms from
the NAA need to be submitted to the CAA by January 1 2019. We will endeavour to transfer any
application received after this date, but the process may not be completed by 29 March 2019.

If I transfer my licence to another EASA member state can I be issued with a UK licence after
March 29, 2019?

Yes, this process is under review. Further advice will be added to this microsite when available.

----------------------------------------------------------------------------------------------------------------------------------------------------

If you google "CAA EU EXIT" you will find the CAA's website that sets out their plans for a
'no deal' Brexit.

Well down that page - in the section "CAA preparation for a non-negotiated EU exit' - buried
in the text is a link to a 'microsite' that contains the information quoted above, and a lot more
besides. It is not exactly prominent - presumably because the CAA doesn't really want to become
irrelevant, which is what will happen if all the licence holders transfer to other countries and all the
companies transfer to EASA. Also, the warning about applying by 1st January implies the CAA
is worried about being overwhelmed by applications for licence transfer.

Elsewhere on their website it also says that the UK will continue to accept European licences and
certificates as valid in the UK for at least 2 years.

Razor88

26th Dec 2018, 08:36

Morning folks.

I do hold a CAA UK EASA license.

I suppose that on Brexit it might revert back to UK CAA only. I emailed the IAA and they have advised that they won't be able to change a National or JAR FCL licence from another state and that if I am not the holder of a EASA part FCL licence this will need to be changed to an EASA first. After Brexit the UK CAA won't be able to do that anymore!? I suppose. So not sure on what the process will be for converting a UK license to EASA after Brexit.

I understand that the UK continues to mirror EU aviation regulations for a two year period. That's starting from when exactly? March?

Also if I decide to convert my license after Brexit, will I need to re-sit the 14 subjects?

Elsewhere on their website it also says that the UK will continue to accept European licences and
certificates as valid in the UK for at least 2 years.

Wondering if EASA member states will accept UK licenses too for 2 years.
Thanks.

W Smith

26th Dec 2018, 09:24

I'm a bit confused that you say you hold an EASA licence, but then talk about the IAA not accepting a JAR-FCL licence.
If you hold a licence with Part-FCL written on it, it is an EASA licence that the IAA or another State will replace with one of their own.
If you have a licence with JAR-FCL written on it the IAA won't convert it because of what the European Aircrew Regulation says:
----------------------------------
Article 4
Existing national pilots’ licences1. JAR-compliant licences issued or recognised by a Member State before 8 April 2012 shall be deemed to have been issued in accordance with this Regulation. Member States shall replace these licences with licences complying with the format laid down in Part-ARA by 8 April 2017 at the latest.
------------------------------So legally a JAR-FCL licence became a Part-FCL licence on 8th April 2012. As the CAA is funded entirely by the charges it makes to applicants for what it does, it applied a charge for replacing a JAR-FCL licence with a Part-FCL licence. This would have to happen on application by pilots or whenever any change was made to the licence (e.g. adding a rating or change of address) because the CAA couldn't issue or re-issue a JAR licence after April 2012, so I guess they expected all the licences would have been replaced within the 3 year period. I guess now a pilot with a JAR-FCL licence could argue that the CAA is legally required to give them a Part-FCL licence immediately in exchange for the JAR licence, because the EU Regulation says - "Member States shall replace these licences with licences complying with the format laid down in Part-ARA by 8 April 2017 at the latest".

Theresa May's deal includes being bound by the rules of the EU and it's institutions and agencies (including EASA) for the Brexit transition period. So if her deal gets through Parliament the CAA can carry on issuing Part-FCL licences for that period. If it's a "no deal" Brexit the UK drops out of EASA immediately. In that case all licences ever issued by the CAA, including Part-FCL licences, will become UK national licences that will not be valid to fly aircraft that are registered in other European countries. To continue to do that a UK licence holder will need a validation of the UK licence from another Member State - and then a licence conversion. For the conversion a CPL or ATPL holder will have to take all their exams again with another Member State.

The European Commission has published an open letter stating very clearly that all Part-FCL pilot licences issued by the UK CAA will lose their European privileges on Brexit day if it's no deal.

wiggy

26th Dec 2018, 09:50

Wondering if EASA member states will accept UK licenses too for 2 years.

I agree with the previous post - it all depends on what happens in Westminster in the next few weeks,

If the Prime Minister’s Withdrawal Agreement (WA) gets the nod hopefully and fingers crossed U.K. licence holders may benefit in some way from facets of that agreement during the Transition Period.

If OTOH the WA does not gain parliamentary approval and the U.K. goes out with “no deal” ( i.e. a non-negotiated exit) then according to the CAA website:

Planning assumptions for a non-negotiated exit

UK issued licences and approvals (issued when the UK was an EASA member) will continue to have validity under UK law but will no longer be recognised by EASA for use on EASA Member State-registered aircraft.