UK CAA: Civil Aviation Authority Overview and Post-Brexit Changes

The UK Civil Aviation Authority (UK CAA) is the national aviation regulator of the United Kingdom. It is responsible for aviation safety, airspace management, licensing, economic regulation and consumer protection.

Since Brexit, the UK CAA no longer operates under the EASA system and instead acts as a fully independent authority, with its own licensing and regulatory framework.

1. Introduction to the UK CAA

The UK CAA is a public corporation created by the Civil Aviation Act 1982. It acts as the UK’s specialist regulator for civil aviation and combines technical safety regulation with economic and consumer oversight.

1.1 Mission and Responsibilities

Core roles:

• Regulate aviation safety (operations, airworthiness, personnel)
• Oversee airspace design and modernization
• Conduct economic regulation of major airports and air traffic service providers
• Protect consumers and passengers (e.g. ATOL, passenger rights)
• Regulate environmental impacts of aviation
• Issue and oversee licenses and approvals (pilots, engineers, airlines, aerodromes, ATC, ATOs)

2. Historical Context and Brexit

2.1 Before Brexit (until 31 December 2020)

• The UK was a full EASA member state.
• The UK CAA applied EASA regulations and participated in EASA rulemaking.
• EASA-issued licenses were valid in the UK, and UK-issued EASA licenses were valid across EASA states.
• There was a single European regulatory framework for most aspects of civil aviation.

2.2 Brexit Transition (from 1 January 2021)

• The UK left the EASA system.
• The UK CAA became the sole aviation authority for the UK.
• EU aviation rules were taken into UK law as “retained EU law” and re-labelled as UK regulations (e.g. UK Part-FCL).
• License and approval mutual recognition with EASA ended; validation or conversion became necessary.

2.3 Post-Brexit Situation (2021 onwards)

• The UK CAA operates an independent regulatory system, still heavily based on former EASA rules.
• The UK may progressively diverge from EASA in selected areas.
• Bilateral arrangements between the UK and EASA support validation, conversion and international operations.
• Pilots and operators must now treat UK and EASA as separate regulatory environments.

3. Organizational Structure

3.1 Main Divisions

Safety and Airspace Regulation Group (SARG)

• Flight operations oversight
• Airworthiness and maintenance oversight
• Personnel licensing (pilots, engineers, ATCOs)
• Safety management and analysis
• Dangerous goods regulation

• Passenger rights and consumer protection
• ATOL (Air Travel Organiser’s Licence) scheme
• Market and competition monitoring
• Enforcement of consumer rules

• Airspace policy and design
• Air traffic management oversight
• Aerodrome licensing and safety
• Navigation service providers

• Legal, finance, HR, IT, communications and support functions

3.2 Governance

• CAA Board: Chair + non-executive members. Sets overall strategy and is accountable to the UK Parliament.
• Executive Management: Chief Executive and Executive Directors responsible for implementation and day-to-day regulation.

4. UK Aviation Regulatory Framework

4.1 Legal Foundations

Primary legislation:

• Civil Aviation Act 1982
• Transport Act 2000
• Civil Aviation Act 2012
• European Union (Withdrawal) Act 2018

• Air Navigation Order 2016 (ANO 2016)
• Rules of the Air Regulations 2015
• Various CAA schemes of charges and detailed regulations

4.2 Retained EU / EASA Regulations

On leaving the EU, the UK took over most EASA regulations into domestic law as “retained EU law”. These are now UK regulations, administered by the UK CAA.

Examples:

• UK Part-FCL – Flight Crew Licensing
• UK Part-MED – Medical requirements
• UK Part-ORA – Organization approvals (ATO/DTO, etc.)
• UK Part-NCO – Non-Commercial Operations

5. Pilot Licensing Under the UK CAA

5.1 License Types

The UK CAA issues licenses structurally similar to EASA, but they are UK licenses, not EASA licenses:

• UK LAPL – Light Aircraft Pilot Licence
• UK PPL – Private Pilot Licence
• UK CPL – Commercial Pilot Licence
• UK ATPL – Airline Transport Pilot Licence

• NPPL – National Private Pilot Licence
• Microlight licenses
• Balloon and airship licenses

5.2 UK Part-FCL

UK Part-FCL largely mirrors former EASA Part-FCL:

• Very similar hour requirements and training structure
• Same class and type rating concepts
• Same basic structure for PPL, CPL, ATPL, IR, etc.
• Same notion of frozen ATPL (ATPL theory + CPL/IR + experience)

• Licenses issued and maintained by UK CAA
• UK examiners and UK test centres for theory exams
• Oversight of training organizations by the UK CAA only

5.3 Geographic Validity

• Validation for temporary work, or
• Conversion for a permanent license in the new system.

6. Training Organizations in the UK

6.1 Approvals

To provide training toward UK Part-FCL licenses and ratings, organizations must be approved by the UK CAA as:

• UK ATO – Approved Training Organization
• UK DTO – Declared Training Organization (usually for PPL/LAPL and certain ratings)

6.2 Training and Examinations

• Integrated courses (zero to ATPL) and modular training are both available, similar to EASA structures.
• Theoretical knowledge:
• 14 ATPL exams, same subjects as in EASA, UK question bank, 75% pass mark.
• Practical training:
• Similar syllabus and hour requirements to EASA.
• Skill tests conducted by UK CAA-approved examiners.

7. Medical Certification

7.1 UK Medical System

The UK CAA adopted EASA medical standards as UK Part-MED.

Medical classes:

• Class 1 – Required for CPL/ATPL
• Class 2 – Required for PPL
• LAPL medical – For LAPL holders

7.2 Validity Periods (typical)

• Class 1:
• Under 40: 12 months
• Over 40 (commercial operations): 6–12 months depending on operation
• Class 2:
• Up to 40: up to 60 months
• 40–50: 24 months
• 50+: 12 months
• LAPL medical:
• Under 40: up to 60 months
• 40+: 24 months

7.3 Cross-Recognition

• UK and EASA medicals historically have been recognized under bilateral arrangements, but pilots must always check the current requirements of the authority issuing the license.
• Over time, there is potential for small differences in medical policy as regulations diverge.

8. Differences from the EASA System

8.1 What Has Actually Changed?

Main changes are:

• Authority:
• EASA no longer regulates UK aviation; the UK CAA does.
• Licensing:
• UK and EASA licenses are separate.
• Cross-border flying needs validation or conversion.
• Administration:
• Applications, renewals, and approvals go through UK CAA, not EASA.
• Regulatory development:
• The UK can now change rules independently of EASA.

8.2 What Has Not Changed Much (Yet)?

• Overall safety standards and basic requirements are still very similar.
• UK rules started as almost identical copies of EASA rules at the point of Brexit.
• The structure of training and licensing remains familiar to anyone who knows EASA Part-FCL and Part-MED.

8.3 Expected Divergence

In the medium to long term, the UK may:

• Simplify some general aviation regulations
• Introduce UK-specific changes in training or operations
• Adapt medical or licensing requirements to national priorities

9. International Operations and Recognition

9.1 UK License Use Abroad

In EASA states:

• A UK license is treated as a third-country license.
• Operators must obtain the appropriate approvals (e.g. EASA Third Country Operator authorisation).
• Pilots need validation or conversion if they want to operate under EASA rules.

• UK licenses are ICAO-compliant and can usually be validated or converted under that state’s rules.
• Procedures and requirements vary by country (e.g. FAA, CASA, Transport Canada).

9.2 UK Operators Internationally

• UK air operators require bilateral agreements and approvals to fly into EASA states as third-country operators.
• For operations outside Europe, standard ICAO rules and bilateral agreements apply.

10. Brexit Impact: Summary for Pilots

10.1 Immediate Consequences

• UK licenses are no longer EASA licenses.
• EASA licenses are no longer automatically valid in the UK.
• Pilots who wish to operate in both systems must use validation or obtain dual licenses.
• UK ATOs and organizations require UK CAA approvals (EASA approvals no longer cover UK activity).

10.2 Long-Term Considerations

Advantages:

• The UK can tailor regulations to its own industry and GA community.
• Potential for more proportionate or flexible rules in some areas.

• More complex license management for pilots who work cross-border.
• Additional costs and admin for dual approvals and conversions.
• Ongoing uncertainty as the UK and EASA gradually diverge.

11. Comparison: UK CAA vs EASA vs FAA (High Level)

12. Career and Training Strategy

12.1 Training in the UK

Good choice if you:

• Plan to work primarily for UK-based operators
• Hold or can obtain the right to work in the UK
• Want a UK license and don’t initially need EASA privileges

12.2 Training in an EASA State

Better if you:

• Intend to build your career mainly in continental Europe
• Want direct access to EASA airlines without conversion
• May later convert to a UK or FAA license if necessary

12.3 Dual Licensing

Some pilots choose to hold both:

• A UK CAA license and
• An EASA license (and sometimes also an FAA license).

• Two sets of renewals and checks
• Two medicals (or coordinated recognition where allowed)
• More administrative work and cost

13. Exam / Theory Focus

Typical knowledge points:

• Brexit date: UK left EASA system at the end of 31 December 2020.
• UK CAA now operates an independent system based on retained EASA rules.
• UK and EASA licenses are separate; validation or conversion is required to use them in each other’s jurisdictions.
• The UK uses UK Part-FCL and UK Part-MED, derived from EASA Part-FCL and Part-MED.
• Safety standards remain aligned with ICAO, but regulatory divergence from EASA is expected over time.

• “Brexit = separate systems” – no more automatic mutual recognition.
• “Same structure, different authority” – UK Part-FCL vs EASA Part-FCL.
• “UK in UK, EASA in EASA” – each license is valid primarily in its own system.

14. Conclusion

The UK CAA is now an independent aviation authority, no longer under EASA, but still operating a system that looks very familiar to pilots trained under European rules. For pilots, the key consequences are:

• UK and EASA licensing systems are now distinct.
• Cross-border operations require validation or license conversion.
• Long-term regulatory divergence is likely, but basic safety and licensing standards remain close to EASA and fully compliant with ICAO.

Related Articles:

• EASA Overview
• CAA License Conversion
• EASA Part-FCL Regulations
• FAA Overview
• International License Conversion Guide