- EASA ‘Early Certificates’ for UK organisations: common issues
- Design certificates and design organisation approvals
- Aircraft maintenance and continuing airworthiness
- Training and licensing of maintenance personnel
- Aircrew Training and Licensing
- Aircraft Operations
- EASA TCO Authorisations
- Production Organisation
My management personnel under the UK Part-145 / Part-147 / Part-CAMO approval will remain the same after December 31, 2020. Can we consider this Management Personnel as being also approved by EASA when the Agency issues its approval?
As part of the early application process to obtain the EASA Part-145/Part-147/CAMO approval I have submitted our exposition or manual approved by the UK CAA. What kind of additional technical documentation should I provide to EASA after December 31, 2020?
A Base Maintenance activity on aircraft registered in an EASA Member State started in my organisation under the UK CAA Part-145 approval before December 31, 2020 and will be completed after January 1, 2021. Is it possible for my organisation to issue a Certificate of Release to Service (CRS), after January 1, 2021, under the Part-145 approval issued by EASA?
e) A Type Training has started in my Organisation under the UK CAA Part-147 approval before 1 January 2021 and will be completed after that date. Is it possible for my Organisation to issue a Certificate of Recognition (CoR) for such training after December 31, 2020, under the Part-147 approval issued by EASA?
Which is the revision of the Exposition (MOE/MTOE/CAME) I should consider as the reference document to be used under the EASA approval issued to my organisation on January 1, 2021?
Who is my contact point at EASA for any matter related to my approved organisation after December 31, 2020?
These questions explain the application of the BASA between the EU and UK on certain aspects of aviation safety.
Will my existing design approvals (Type Certificates, Supplemental Type Certificates, European Technical Standard Orders, approvals of design changes, approvals of repair design) issued before January 1, 2021 by EASA or by my organisation under an EASA privilege remain valid after December 31, 2020?
Will my existing EASA design organisation approval (DOA) or alternative procedure to design organisation approval (ADOA) remain valid after December 31, 2020?
What happens to my ongoing projects/applications with EASA?
What about validation of my existing design approvals by third countries?
Will my previously processed and approved validations remain valid after BREXIT?
What design changes are accepted by both EASA and UK CAA?
What EASA approved design changes are accepted by the UK CAA?
What UK CAA approved design changes will be subject to technical validation by EASA?
What EASA approved design changes will be subject to technical validation by the UK CAA?
As of January 1, 2021, can EASA Part-145 aircraft certification privileges be granted to a person holding an aircraft maintenance licence issued by the UK CAA?
As of January 1, 2021, will it be possible for CAMO organisations approved by EASA or an EASA Member State to sub-contract part of its continuing airworthiness management activities to an organisation located in the UK?
As of January 1, 2021, can a CAMO located in the UK and approved by EASA issue an ARC, or a recommendation for the issuance of an ARC by an EASA Member State, after performing an airworthiness review of an aircraft registered in an EASA Member State?
Can a maintenance organisation approved by an EASA Member State (or EASA) under Part-145 certify maintenance performed on a UK-registered aircraft as of January 1, 2021?
As of January 1, 2021, will parts and other components with an ‘EASA Form 1’ issued prior to January 1, 2021 by a maintenance organisation located in UK be still eligible to be fitted on an aircraft registered in a EASA Member State?
Is it possible for a Part-145 approved organisation to issue an ‘EASA Form 1’ for a component removed ‘serviceable’ from a UK registered aircraft after December 31, 2020?
Will an ARC of an aircraft registered in an EASA Member State issued or extended before January 1, 2021 by a CAMO located in the UK continue to be recognised in the EU also after that date?
Can an organisation approved under Regulation (EU) No 1321/2014 manage continuing airworthiness of an aircraft registered in the United Kingdom?
As an EASA approved maintenance organisation outside the EU, can I use design data approved under UK regulations to release components or EU-registered aircraft?
If an applicant is undergoing, on January 1, 2021, an on the job training (OJT) in a maintenance organisation located in the UK will this OJT be valid for the purpose of type endorsement by an EASA Member State on a Part-66 licence?
Can a Part-66 licence issued by the UK be transferred to an EASA Member State after December 31, 2020?
Will a ‘Certificate of Recognition’ (CofR) issued before January 1, 2021 by a Part 147 organisation approved by the UK continue to be recognised in the EU also after that date?
The UK pilot licences and associated certificates are valid and recognised in the EASA Member States for purposes of flying ‘EASA-aircraft’ without additional requirements or evaluation only until 31 December 2020. After that date, those licenses and associated certificates, including instructor and examiner certificates, issued by UK CAA will be treated as a third country certificates.
The below questions address mostly the situations whereby a holder of a UK issued license or certificate did not transfer that license or certificate to an EASA Member State before 1 January 2021. If such a transfer has not occurred, the UK issued license or certificate will no longer be valid and recognised in the EU as of that date in accordance with Regulation (EU) No 2018/1139 and will be considered under that regulation as a third country license/certificate. That request for transfer of a license/certificate shall be done in accordance with the application process and forms developed by the receiving competent authority of an EASA Member State, which may not necessarily be the same in all EASA Member States.