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View Full Version : So if you have transferred to an EU state Part 66, you can also have a UK one

NutLoose
12th Feb 2021, 11:18
Have a read, you can now hold both!

https://www.caa.co.uk/Commercial-industry/Aircraft/Airworthiness/Engineer-licences/Part-66/Apply-for-reactivation-of-a-UK-issued-Part-66-Aircraft-Maintenance-Licence/
YOUNGBUCK
14th Feb 2021, 18:49
This was announced pre Brexit and prompted many people to go across to an EU licence as insurance of employment (certifying EU & G registered aircraft) over the last 18months or so; the wording on the site was similar to ‘in the event of a no deal brexit (EASA related) then engineers who transferred would be allowed to hold both’.

Now the current situation, Those that applied for our UK CAA licence back in January using SRG1014RET have not received them back yet. Jeopardising contracts and jobs for many. Disgusting level of customer service.

UK CAA also allow EASA licence holders (without previously holding UK CAA licence) to apply for UK CAA licence whilst there is no reciprocal agreement from EASA. What sort of a bargaining chip is that for the rights of the UK CAA licence holders. Similar situation relating to UK 147 training organisations and certificates of recognition.

UK CAA is failing its jurisdiction and its slow sub standard service is threatening livelihoods that remain in an aviation industry already on its knees.
esscee
15th Feb 2021, 12:34
So can UK Part-66 licence holders apply for an EASA Part-66 licence, country & NAA of their choosing, and still retain their UK Part-66 licence? Not clear on CAA website.
YOUNGBUCK
15th Feb 2021, 15:59
So can UK Part-66 licence holders apply for an EASA Part-66 licence, country & NAA of their choosing, and still retain their UK Part-66 licence? Not clear on CAA website.

No, in my eyes this is the problem. No agreement or annex in place yet to allow UK to EASA 66 transfer post 1st Jan 2021 (Brexit) and look a long way off at this point in time. UK CAA have established EASA 66 to UK CAA conversion. Wether or not this is a political move to show good will in the hope EASA will reciprocate, who knows? but EASA / EU are playing hard ball over lots of UK aviation agreements, plus the high amount of fees that will come flooding in will be much to the CAAs delight, its just a shame the can't put the fees to good use and up their levels of service. (Yes, I am putting the boot into the CAAs customer service at any point, their website is poor too)

Another scenario, UK Licence holder now takes all EASA 66 module exams and applies for the licence in the EASA country / NAA of choice and has the correctly documented experience. There should be no reason he/she could not hold both otherwise this would contradict the above.

But both scenarios, leave the UK Licence holder at disadvantage to thier EASA counterparts.
Non Linear Gear
22nd Feb 2021, 22:12
No, in my eyes this is the problem. No agreement or annex in place yet to allow UK to EASA 66 transfer post 1st Jan 2021 (Brexit) and look a long way off at this point in time. UK CAA have established EASA 66 to UK CAA conversion. Whether or not this is a political move to show good will in the hope EASA will reciprocate, who knows? but EASA / EU are playing hard ball over lots of UK aviation agreements, plus the high amount of fees that will come flooding in will be much to the CAAs delight, its just a shame the can't put the fees to good use and up their levels of service. (Yes, I am putting the boot into the CAAs customer service at any point, their website is poor too)

Another scenario, UK Licence holder now takes all EASA 66 module exams and applies for the licence in the EASA country / NAA of choice and has the correctly documented experience. There should be no reason he/she could not hold both otherwise this would contradict the above.

But both scenarios, leave the UK Licence holder at disadvantage to thier EASA counterparts.

I screwed up, not doing so. I can still certify my types on G but not EASA. Then again anyone that thought leaving EASA would be good for the UK industry needed their head examining. I think the FT has a good article by Loganairs CEO on the damage done to life saving charter work by the mess of the 1st of January. We burned bridges, not the other way around. We reap what we sowed.
Rigga
23rd Feb 2021, 13:18
This is not necessarily down to CAA being slow or inefficient. I believe this is down to the EU/EASA not declaring “equivalence” to their systems in a similar way to not declaring the same for UK’s shellfish - i.e. the EC reneging on their word to declare equivalence on many aspects of UK industries. My view is that UK has declared equivalence allowing EASA holders to apply to UK.
esscee
23rd Feb 2021, 14:23
Understand the point made by equivalence, so how can anyone with a current UK Part 66 licence apply for and run parallel with an EASA Part 66 licence from another EASA country? Certainly not clear on CAA website.
BluFin
2nd Mar 2021, 13:50
Understand the point made by equivalence, so how can anyone with a current UK Part 66 licence apply for and run parallel with an EASA Part 66 licence from another EASA country? Certainly not clear on CAA website.
It won't be on the CAA Web site as the UK is no longer a member state, you would need to look on the EASA members websites to see if that option if offered. I doubt it will be there.
alae2021bm5
3rd Mar 2021, 08:12
From EASA -

Can a Part-66 licence issued by the UK be transferred to an EASA Member State after December 31, 2020?No. As of January 1, 2021 Part-66 licences previously issued by UK authorities will no longer be valid and recognised in EU. Accordingly, any such a license cannot be transferred to an EASA Member State after December 31, 2020.
alae2021bm5
3rd Mar 2021, 08:20
..........you would need to look on the EASA members websites to see if that option if offered. I doubt it will be there.

From the IAA website -

In the agreement, Article AVSAF.3 identifies that Personnel Licensing will be an area where the Parties may cooperate. At this time, there are no agreements or associated Annexes in place between the EU and the UK in this area. Licensing and Training under the oversight of the UK CAA is now considered as third country licensing and training.
spannersatcx
3rd Mar 2021, 18:13
From EASA -

Can a Part-66 licence issued by the UK be transferred to an EASA Member State after December 31, 2020?No. As of January 1, 2021 Part-66 licences previously issued by UK authorities will no longer be valid and recognised in EU. Accordingly, any such a license cannot be transferred to an EASA Member State after December 31, 2020.

I would ask should not of the CAA or EASA contacted ALL people with a UK issued EASA licence informing them of the fact that a legitimately gained and issued licence would no longer be valid? After all they have all our details do they not.
alae2021bm5
3rd Mar 2021, 19:36
I would ask should not of the CAA or EASA contacted ALL people with a UK issued EASA licence informing them of the fact that a legitimately gained and issued licence would no longer be valid? After all they have all our details do they not.

How do the CAA or EASA establish where the licence holder is working and therefore whether there is an issue or not? The CAA microsite was reasonably clear on what would happen post exit of the EU. Should a member state have in the front of its mind, how certification privilege will actually work in a third country situation?
alae2021bm5
3rd Mar 2021, 19:37
Understand the point made by equivalence, so how can anyone with a current UK Part 66 licence apply for and run parallel with an EASA Part 66 licence from another EASA country? Certainly not clear on CAA website.

Why would EASA be bothered?
NutLoose
3rd Mar 2021, 19:45
I get the feeling that the U.K. had to reissue U.K. part 66 licences or they would have been up sh*t creek without a paddle when they realised what was happening in that the U.K. licence base had all transferred their licences to an EASA state, leaving the U.K. underesourced.
alae2021bm5
3rd Mar 2021, 21:14
Maybe on the reactivation of previously held UK licenses, but 1014EU, why?
YOUNGBUCK
4th Mar 2021, 10:25
Maybe on the reactivation of previously held UK licenses, but 1014EU, why?

My thought is that the UK CAA have created SRG1014 EU as politically it might help with the case for the EU to do the same back, also the legislation is 'equivalent' in theory. If not the case, then as I posted before it leaves the UK CAA licence holders at a major disadvantage.
CAA currently have no established time frame for SRG1014 RET / EU applications to be processed although they have extended the 2 year grace period to include amended EU licences.

I heard that the Dutch 'KIWA' are close(ish) to establishing a process for UK CAA licence holders to apply for their AML.
alae2021bm5
4th Mar 2021, 12:22
My thought is that the UK CAA have created SRG1014 EU as politically it might help with the case for the EU to do the same back, also the legislation is 'equivalent' in theory. If not the case, then as I posted before it leaves the UK CAA licence holders at a major disadvantage.

I hope you agree that this is a good time for a grouping (licence holders) of like minded people to join a body that has a professional relationship with the UK Aviation Regulator?
YOUNGBUCK
5th Mar 2021, 13:31
I hope you agree that this is a good time for a grouping (licence holders) of like minded people to join a body that has a professional relationship with the UK Aviation Regulator?

Yes, most definitely.
Prospect does not cover this area where ALAE did.