Since Brexit, UK aircraft maintenance engineers and pilots have been in limbo, hoping for a bilateral agreement between the UK Civil Aviation Authority (CAA) and the European Union Aviation Safety Agency (EASA) to restore mutual recognition of licences. The reality? That agreement is unlikely ever to materialise.
In this article, we’ll break down why the dream of a CAA–EASA bilateral deal is effectively dead, what that means for your Part-66 licence, and most importantly, how you can future-proof your career in an increasingly divided aviation landscape.
Why the EASA–CAA bilateral agreement is unlikely and the divide is widening
When the UK left the European Union, it also withdrew from the European Union Aviation Safety Agency (EASA), severing decades of regulatory alignment. This departure triggered immediate consequences.
UK-issued Part-66 licences ceased to be automatically recognised across EASA member states, and EASA licences lost their validity for work on UK-registered aircraft unless separately approved. Mutual recognition of training, On-the-Job Training (OJT), and maintenance approvals also collapsed.
Despite repeated calls from industry stakeholders for a new bilateral agreement to restore some level of mutual recognition, no real progress has been made. Several factors explain this impasse.
Politically, aviation safety has become entangled in broader UK–EU tensions. The UK is committed to regulatory sovereignty and independence from EU oversight, while the EU has little incentive to make concessions, particularly given the relatively small size of the UK aviation sector in comparison to the European market.
Crucially, the regulatory divergence is not just lingering—it is accelerating. The clearest indication is the growing incompatibility of Part-66 licences across borders. What was once a seamless system of mutual recognition has become a fragmented environment requiring dual licensing, duplicated training, and increased administrative burdens.
Engineers now face higher costs, more complex processes, and reduced mobility in order to maintain employability in both jurisdictions.
This divergence goes beyond licensing. The acceptance of used aircraft components has also changed significantly. Many parts originating from the UK must now carry EASA Form 1 certification to be accepted within Europe—something UK organisations can no longer issue under their own authority.
Similarly, EASA no longer accepts OJT conducted under CAA-approved organisations without meeting additional criteria, further complicating career pathways for engineers trained in the UK.
Worryingly, the preference for EASA licences is beginning to appear even within the UK. Some job postings for roles based in the UK are now listing EASA certification as a desirable or preferred qualification—especially with operators that fly into the EU or maintain aircraft on the European register. This signals a shift in market expectations and underlines the growing importance of dual compliance for engineers hoping to remain competitive in the UK.
All these signs point in one direction: the wedge between the CAA and EASA is not closing—it’s growing. Waiting for a political fix is no longer a viable strategy. Engineers and employers alike must now plan for a future where dual compliance and regulatory fragmentation are the new normal.
The Brexit fallout: What it means for Part-66 licence holders
If you're a UK engineer with a CAA part-66 licence, your options in the EU are now severely limited. Similarly, EASA-licensed engineers can’t simply hop across the Channel to work on UK-registered aircraft.
Some of the major impacts:
- Job mobility: You can no longer work across borders as easily as before
- Training pathways: UK-based Part-66 module training no longer automatically counts toward EASA qualifications
- Type ratings: You may need to duplicate training if you’re working on both UK and EU aircraft
- OJT procedures: OJT conducted in the UK is no longer automatically approved for EASA applications
Training organisations across the UK are scrambling to offer bridging courses in an attempt to reconcile the growing regulatory divide between the CAA and EASA. For example, Resource Group offers a CAA-to-EASA module differences course.
From dual-compliance modules to type rating add-ons meeting both authorities’ standards, these programmes aim to equip engineers with enough cross-border training to remain employable in a fractured market.
But let’s be honest—these are stopgap measures at best. With no formal bilateral agreement in sight and regulatory frameworks drifting further apart, the industry is effectively patching bullet holes with plasters. While well-intentioned, these courses can’t replace true mutual recognition, and they highlight just how unsustainable the current approach is.
Case study: The cross-border certification catch
Under current rules, a UK-based engineer can legally carry out maintenance on a European-registered aircraft within the UK and sign it off using a UK-issued Part-66 CAA licence, provided the organisation holds EASA Part-145 approval. That same aircraft can then depart for operations across Europe.
However, if the aircraft experiences a fault while abroad, that very same engineer, despite being fully qualified and having just performed the maintenance, is no longer authorised to certify even basic tasks on the ground in Europe, simply because they don’t hold an EASA licence.
This situation lays bare the bureaucratic contradictions of the post-Brexit regulatory framework. It’s a system that disregards competence in favour of paperwork, leaving engineers restricted not by their skills, but by political boundaries.
Future-proofing your Part-66 career
In a post-Brexit aviation landscape where regulatory divergence shows no signs of closing, engineers must take active steps to future-proof their careers. Whether you're just starting out or already hold licences, strategic planning is essential to remain competitive and mobile.
For apprentices
If you're currently an apprentice, one of the smartest moves you can make is to complete both EASA and CAA modules where possible. This dual-track approach broadens your qualifications and ensures you’re equipped to work across both the UK and EU markets. Gaining certifications under both systems offers flexibility and protects your long-term prospects in a fragmented regulatory environment. The key is to expand your options now—so you're not restricted later.
Don’t wait for a deal. Act now
A bilateral agreement between the CAA and EASA may never materialise. Instead of waiting, take control of your career with these practical steps:
1. Obtain and maintain dual licences (CAA and EASA)
If you're eligible, holding both licences provides the most flexibility:
- If you held an EASA licence pre-Brexit, you may still be able to reactivate or transfer it
- New applications can be made through EASA member states, many engineers opt for countries like Malta due to lower administrative barriers
- Keep your CAA licence active to retain eligibility for UK-based work
2. Keep your type ratings current on both licences
If you already hold type ratings under both systems, ensure they remain valid:
- Keep both your CAA and EASA licences renewed in parallel
- Whenever you complete a type course, request endorsement on both licences if dual-rated. It costs more to do this, but is worthwhile in the long run
This dual endorsement is increasingly important, especially for roles where “EASA licence required” is listed, even for jobs based in the UK.
3. Bridge the gap with differences modules
If you hold current CAA Part-66 modules but not an EASA licence, consider completing the EASA differences modules. These are designed to bridge the regulatory gap and are a cost-effective way to extend your qualifications. Doing so can enable you to work on European-registered aircraft and significantly improve your employability across international markets.
Engineers who take a proactive approach—through dual licensing, up-to-date type ratings, and cross-border training will be best positioned to succeed in an industry that now demands flexibility and foresight. Your qualifications are your passport in aviation, make sure they’re relevant for both sides of the Channel.
4. Look beyond Europe for opportunities
EASA licences are often accepted in countries with a few modifications (an extra module or two)
- The United Arab Emirates
- Singapore
- Australia
- Qatar
CAA licences are recognised in certain regions, especially for UK-registered aircraft operating abroad. Expand your job search beyond Europe as you may find better pay and opportunities.
5. Stay informed and proactive
The regulatory landscape changes rapidly:
- Subscribe to CAA and EASA newsletters
- Follow professional forums and industry groups
- Keep a regular logbook of work carried out, this is becoming a requirement for your next job
6. Stop waiting, start acting
Hoping for a bilateral agreement is not a career plan. As harsh as it sounds, the EASA–CAA divide is the new normal and it’s time to adapt.
Whether you’re an apprentice planning your future, a licensed engineer caught between two systems, or a contractor pursuing global roles, flexibility, upskilling, and strategic licensing are now non-negotiables.
Conclusion
Brexit fractured what was once a fluid aviation workforce, and so far, no political solution is in sight. The engineers who will thrive are those who stop waiting and start preparing.
Need help navigating dual licences or career paths in a post-Brexit world? Explore our full range of guides at AeroTechCareers or reach out with your questions. We’re here to help you stay ahead.