UK CAA vs EASA Licences After Brexit: What Pilots Need to Know
Brexit split pilot licensing in two on 31 December 2020. This guide explains what changed for UK and EU pilots, which licence you need to fly where, and how to convert between them.
On 31 December 2020, the UK left the European Union Aviation Safety Agency framework. For pilots, that single date split one licensing system into two. If you trained in the UK, fly into Europe, or hold both a UK and an EASA licence, understanding what changed — and what didn't — is essential before you next sign out an aircraft.
This guide covers the practical questions: which licence you have, where it is valid, and what to do if you need to fly on the other side of the divide.
What happened on 31 December 2020
Before the transition ended, UK pilots held EASA licences — licences issued by the UK Civil Aviation Authority under EASA regulation. From 1 January 2021, the UK left the EASA system and those licences became UK CAA licences automatically. Nothing was required from pilots; the conversion happened by operation of law under the Air Navigation (Amendment) Order 2020.
EASA did not recognise this conversion. From the same date, your former EASA licence ceased to be valid for flight in EASA member states. You now hold a UK CAA licence that is valid in the United Kingdom, and an EASA licence is a separate document issued by an EU or EEA national aviation authority.
Key facts:
- EASA licences issued by the UK CAA before 1 January 2021 → automatically became UK CAA licences. No action needed for UK flight.
- EASA licences issued by an EU/EEA authority → remain EASA licences, valid across EASA member states, not automatically valid in the UK.
- UK CAA licences → valid in the UK only, not automatically valid in EASA states.
UK licence types today
The UK now maintains its own licensing framework, mirroring EASA structure but under UK law (UK Regulation (EU) No 1178/2011, retained and amended):
| Licence | Full name | Who it's for |
|---|---|---|
| UK PPL(A) | UK Private Pilot Licence (Aeroplanes) | Recreational pilots, non-commercial flight in UK |
| UK PPL(H) | UK Private Pilot Licence (Helicopters) | As above, rotorcraft |
| UK LAPL(A) | UK Light Aircraft Pilot Licence | Simplified PPL for EU-standard light aircraft |
| UK CPL | UK Commercial Pilot Licence | Commercial operations in UK |
| UK ATPL | UK Airline Transport Pilot Licence | Airline operations in UK |
| UK IR | UK Instrument Rating | IFR flight in UK |
| UK BIR | UK Basic Instrument Rating | Lower-entry-bar IR for PPL/CPL holders |
These are governed by the CAA's Air Navigation Order and associated regulations. For most UK recreational pilots, the practical day-to-day effect is nil — your UK PPL works exactly as your EASA PPL did before Brexit.
EASA licence types
EASA licences are issued by EU and EEA national aviation authorities (DGAC in France, LBA in Germany, ECAC members generally). From a UK pilot's perspective, the relevant types are identical in name — PPL(A), CPL, ATPL, IR, LAPL — but issued under EASA regulation (EU) No 1178/2011 and valid across all EASA member states.
If you want to fly a Spanish-registered aircraft in France, you need an EASA licence. A UK CAA licence is not accepted.
Where each licence is valid
| Licence | Valid in UK | Valid in EASA states |
|---|---|---|
| UK CAA PPL/CPL/ATPL | Yes | No (unless validated) |
| UK LAPL | Yes | No |
| EASA PPL/CPL/ATPL | No (unless validated) | Yes |
| EASA LAPL | No (unless validated) | Yes |
There is no automatic mutual recognition. Both directions require action.
UK pilots wanting to fly in EASA states
You have two main options:
Option 1: Obtain an EASA licence from an EU/EEA authority
The most common route. Apply to an EU national authority (many UK pilots use the Irish Aviation Authority — the IAA has published a clear pathway and the process is conducted in English). The EU authority will assess your UK licence, logbook hours, and medical, and issue an EASA licence if requirements are met.
You can then maintain both: your UK CAA licence for flight in the UK and your EASA licence for Europe. Both require their own currency, medicals, and renewals managed separately.
Option 2: Validation (short-term)
Some EASA states allow short-term validation of UK licences — typically 12 months, renewable once. This is practical for occasional flying but not suitable as a long-term solution. Check the specific national authority rules; they vary.
EU pilots wanting to fly in UK
The UK CAA has established a Part-FCL validation process. EASA licence holders can apply for a validation of their licence, allowing them to fly UK-registered aircraft for up to 12 months while awaiting conversion. Full conversion to a UK CAA licence is possible via the CAA's licence conversion process.
The relevant CAA guidance is published at caa.co.uk/licences — search for "licence validation" and "third country conversion."
Type ratings and class ratings after Brexit
Type ratings and class ratings follow the same split. A UK CAA type rating for a C172 is valid in the UK. To add the same rating under an EASA licence, you typically need to complete training with an EASA-approved FTO and have it entered by an EASA authority examiner.
If you hold both licences and complete a type rating course, clarify with your FTO which regulatory framework the course is delivered under. This determines which licence the rating is added to.
Instructor and examiner ratings
FI, IRI, TRI, and examiner ratings (FE, IRE, TRE) are similarly split. UK FI ratings are UK CAA FI ratings; EASA FI ratings are issued by EASA authorities. A UK instructor can only instruct under the UK rating; to instruct in EASA states, a separate EASA FI rating is required.
Medical certificates
Medical certificates are also split but slightly differently. The UK CAA issues UK Class 1, UK Class 2, and UK LAPL medicals. EASA issues EASA Class 1, Class 2, and LAPL medicals via Aeromedical Centres (AeMCs) or Aeromedical Examiners (AMEs).
A UK Class 1 medical does not satisfy an EASA licence. If you hold both a UK and an EASA licence, you typically need both medicals — though some examiners hold dual approval and can issue both at a single appointment.
Your logbook: what changes
The good news: very little. Both UK CAA and EASA use essentially the same logbook format (derived from ICAO Annex 1 and set out in AMC1 FCL.050). The columns, abbreviations, and totalling conventions are identical.
A logbook kept under UK CAA rules is fully legible to EASA examiners, and vice versa. When you present your logbook for a rating, revalidation, or conversion, both authorities will accept the same entries.
If you hold both licences, you only need one logbook. Record your flights once; present the same logbook to whichever authority you are dealing with. There is no requirement to maintain separate logbooks for UK and EASA purposes.
Digital logbooks — including this one — are accepted under both UK CAA and EASA rules, provided they can produce a printed or PDF report in the standard format when required.
Key takeaways
- Your UK CAA licence is valid in the UK only from 1 January 2021.
- To fly in EASA member states, you need an EASA licence from an EU/EEA authority.
- The most common route for UK pilots is the Irish Aviation Authority pathway.
- Both licences can be held simultaneously with one logbook serving both.
- Type ratings, instructor ratings, and medicals are also split and must be managed separately for each system.
- The logbook format is unchanged — a standard Part-FCL logbook (digital or paper) is accepted by both authorities.
If you are unsure about your specific situation — particularly if you hold ratings, instructor authorisations, or a medical issued by the UK CAA before Brexit — consult the CAA directly or a licenced aviation solicitor. The regulatory interaction is complex in edge cases, and the consequences of flying on an invalid licence are serious.
Regulations change. This article reflects CAA and EASA guidance as of April 2026. Always verify current requirements with the relevant authority before acting on licensing decisions.