Source: https://info.caa.co.uk/brexit/continuing-airworthiness-management-organisations/
Timestamp: 2020-07-11 18:35:32
Document Index: 600145125

Matched Legal Cases: ['art 145', 'art 145', 'art 66', 'art 66', 'art 66', 'art 66']

Continuing Airworthiness Management Organisations | Civil Aviation Authority
Information on Continuing Airworthiness Management Organisations
A fuller outline of the position as the UK enters the transition period is available here. While the respective positions outlined in the UK Government and EU negotiating mandates indicate what both sides want in terms of future agreements on air transport and aviation safety and security, the conditions that will exist after the end of the transition period are still uncertain. Given this uncertainty, the FAQ information below should not be regarded as exhaustive and will be subject to change.
On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, continuing airworthiness management organisations (CAMO – Part-M) might need to take action to maximise continuity and stability for the aviation sector. Actions required would depend on individual circumstances and are a matter for each business and individual to consider. This page sets out what you need to consider to prepare for such an eventuality.
On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, operators would not require new certificates immediately as current certificates would continue to be recognised under the European Union (Withdrawal) Act 2018. The CAA is looking into how it would replace certificates issued under EASA rules.
More information on processes and timing will be available in due course.
If my UK-registered aircraft is managed by a Continuing Airworthiness Management Organisation (CAMO) located in an EASA member state would my ARC remain valid? Do I have to move my aircraft management to a UK Part-M approved organisation?
Your ARC would remain valid until expiry. On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, you may for up to two years continue to use a CAMO located in an EASA member state or in a third country if approved by EASA. After this point in time you would need to ensure that your aircraft is managed by a UK-approved CAMO organisation.
On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, your maintenance programme approval would remain valid if it was approved prior to this scenario coming into effect. Any subsequent amendments would need to be approved by the CAA or by an organisation approved by the CAA.
What form of release should be provided for components and services received from UK-approved organisations?
On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, UK-approved production and maintenance organisations would issue UK Form 1s for both the components and services they provide. Member states would continue to issue EASA Form 1s.
Would an aircraft transferring from an EASA state to the UK need an Export Certificate of Airworthiness issued by the local NAA?
On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, the CAA would continue to accept a valid EASA Certificate of Airworthiness and ARC as transfer documents in place of an Export Certificate of Airworthiness if issued before this scenario came into effect. Where the ARC is dated after that date, the CAA would require an Export Certificate of Airworthiness.
Will EASA Type Certificates still be recognised for UK-registered aircraft?
On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, a Type Certificate issued, validated or accepted by EASA that was valid at the time this scenario came into effect will continue to be valid.
The CAA will publish further information regarding how Type Certificates issued by EASA and other countries will be validated once the post-transition period arrangements are known.
With aircraft that currently have an EASA Type Certificate and the State of Design is the UK, responsibility for these certificates would transfer from EASA to the UK immediately this scenario came into effect. These EASA Type Certificates would continue to be valid but would be replaced with a UK certificate in due course.
Could an EU-approved Part-M CAMO manage a UK-registered aircraft and issue/extend an Airworthiness Review Certificate?
On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, a Part-M CAMO approved by EASA or an EASA Member State prior to this scenario taking effect would be able to manage UK-registered aircraft and issue/extend ARCs for a period of up to two years.
How would the UK’s exit from EASA affect the application of Airworthiness Directives for the UK-registered aircraft that I own, operate or manage?
On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, all EU regulations applicable at the time this scenario came into effect would be retained in UK domestic legislation, including Regulation (EU) No 1321/2014, Part M. This means owners, operators and Continuing Airworthiness Management Organisations (CAMOs) would continue to review and apply applicable Airworthiness Directives to their respective fleets based on requirements for the aircraft and its engines, propellers and equipment as set out in CAP 747 Mandatory Requirements for Airworthiness, Airworthiness Directives issued or adopted by EASA, plus any Airworthiness Directives notified by the State of Design.
Can an approved Part-M subpart F or Part 145 organisation continue to issue an Airworthiness Review Certificate for ELA1 aircraft?
Yes. If approved by the CAA to issue an Airworthiness Review Certificate, a Part-M subpart F or Part 145 organisation could continue to issue an ARC for UK-registered aircraft even if there was no mutual recognition of safety certificates and the UK was outside EASA.
Organisations approved by EASA or an EASA Member State prior to this scenario coming into effect would be able to continue issue an ARC for UK-registered aircraft for a period of up to two years.
As a Part 66 licenced engineer, I currently have an authorisation that enables me to make recommendations to the CAA for the issue of an Airworthiness Review Certificate for ELA1 aircraft. Could I continue to make recommendations?
On the basis that the UK’s membership of the EASA system ceases at the end of the transition period and if there is no mutual recognition of safety certificates between the UK and European systems, an engineer with a Part 66 licence issued by the UK and authorised to make recommendations to the CAA for the issue of an ARC could continue for UK-registered aircraft only.
An engineer with a Part 66 licence not issued by the UK and authorised by the CAA to make recommendations to the CAA for the issue of an ARC could continue for G-registered aircraft for a period of up to two years.
In this scenario, a licensed engineer with a UK-issued Part 66 licence would no longer be able to hold an authorisation for EU-registered aircraft.