EASA Part-66 vs UK CAA Part-66: What Changed After Brexit

Your EASA Part-66 licence doesn't work in the UK. Your UK CAA licence doesn't work in the EU. Since Brexit, these are two separate systems with no mutual recognition. If you're a student choosing where to train, or an engineer planning to work across borders, this is the guide you need.

I hold B1, B2, and Cat A licences and passed 15 Part-66 modules through the EASA system in Ireland. This article covers what actually changed, what stayed the same, and what you need to do — whether you're UK-based, EU-based, or somewhere in between.

What Happened and When

The UK left the EASA system on 31 December 2020. From that date, the UK CAA became a fully independent aviation regulator — no longer bound by EASA rules, and no longer part of the mutual recognition framework that let engineers move freely between EU member states.

Here's the timeline that matters:

UK Parliamentary evidence puts it bluntly: "There is no mutual recognition of Part 66 engineer licences between the UK & EASA."

Are the Modules the Same?

Yes — both systems use the same 17 modules. The syllabus structure, question format (3 options per MCQ), time allowance (75 seconds per question), and pass mark (75%) are identical. If you're studying for Module 6 or Module 15, the technical content is the same whether you sit the exam with the UK CAA or through an EASA Part-147 school.

But there are differences creeping in.

Essay Questions

EASA removed essay questions from Modules 9 and 10 in June 2024. Assessment for those modules is now 100% MCQ, with increased question counts to compensate (Module 10 went from 40 to 44 questions).

The UK CAA still requires essay questions for Modules 7A, 7B, 9A, 9B, and 10. This is a practical difference — if you're preparing for UK CAA exams, you need to practise writing structured essay answers as well as MCQs.

Module 7 essays remain in both systems. The EASA change only removed essays from Modules 9 and 10 — Module 7 (Maintenance Practices) still requires essay answers under both EASA and UK CAA.

Syllabus Updates

EASA updated its syllabus in June 2024 under Regulation (EU) 2023/989. The key changes:

• Module 6 (Materials): New content on additive manufacturing (3D printing) and modern composite materials.
• Module 7 (Maintenance Practices): New content on Electrical Wiring Interconnection Systems (EWIS) and Critical Design Configuration Control Limitations (CDCCL).
• Modules 9 & 10 (Human Factors & Legislation): Significant new content on Safety Management Systems (SMS) and occurrence reporting.
• Module 13 (Aircraft Systems): Updated with modern avionics and fly-by-wire concepts.

The UK CAA hasn't adopted these changes yet. It's running its own rulemaking process. Over time, the two syllabi will likely diverge further — another reason to stay current with which system you're studying under.

Licence Recognition: The Big Pain Point

There is no mutual recognition between UK CAA and EASA Part-66 licences. None. A UK CAA licence is now treated as a "third country" licence by EASA — the same status as a licence from the US, Australia, or anywhere else outside the EU.

What this means in practice:

• You cannot use an EASA licence to certify work on UK-registered aircraft.
• You cannot use a UK CAA licence to certify work on EU-registered aircraft.
• If you want to work in both jurisdictions, you need two separate licences.
• There is no shortcut. The UK CAA has "no mechanism to accredit any licence from outside of the UK."

For engineers who built their careers moving freely between the UK and Europe, this is the single biggest impact of Brexit on aviation maintenance.

What This Means for Students

Where you train determines which licence you can get. Choose your Part-147 school carefully — it locks you into one system.

• UK Part-147 school → Your certificates are valid for a UK CAA licence only.
• EASA Part-147 school (Ireland, Germany, France, etc.) → Your certificates are valid for an EASA licence only.

What About Older Certificates?

There's a limited window for cross-recognition of older certificates:

• Basic module certificates issued by an EASA Part-147 school before 31 December 2022 are still accepted by the UK CAA for up to 10 years from the date of issue.
• Type rating certificates issued before that date are accepted for up to 3 years.
• Any EASA Part-147 certificate issued after 31 December 2022 is not accepted by the UK CAA. Full stop.

This cut-off catches people out. If you passed Module 3 at an EASA school in March 2023, that certificate means nothing to the UK CAA. You'd need to resit it through a UK Part-147 organisation.

Working Across Borders: Practical Advice

If you want maximum career flexibility, plan for both licences from the start. Here's the practical picture:

Based in the UK, Want to Work in the EU

You need an EASA Part-66 licence. Apply through any EU member state's National Aviation Authority. You'll need to meet their basic knowledge, experience, and type rating requirements — your UK exams and experience may not automatically transfer. Each EU state handles this individually.

Based in the EU, Want to Work in the UK

You need a UK CAA Part-66 licence. There's no credit from your EASA licence. You'll follow the standard application route: UK Part-147 exams, UK-acceptable experience, and UK CAA assessment. Experience from outside the UK can count, but the CAA must be able to validate it with the maintenance organisation where it was completed.

The Ireland Advantage

Ireland is in a unique position. As an EASA member state with strong ties to the UK aviation market, Ireland-based engineers and Part-147 schools serve both worlds. Many Part-145 organisations in Ireland maintain aircraft registered across Europe. If you're deciding where to train, Ireland gives you an EASA licence with proximity to the UK market — and the option to add a UK CAA licence later.

Dual Licence Engineers

"Dual licence" engineers — those holding both UK CAA and EASA Part-66 — are increasingly valuable. MROs that service both UK-registered and EU-registered aircraft need engineers who can legally certify on both. It's more work upfront, but it significantly widens your job market.

A Note on Northern Ireland

Northern Ireland's position is more complex. The Windsor Framework creates unique regulatory arrangements that may affect which aviation rules apply in certain situations. If you're based in Northern Ireland or maintain aircraft there, check directly with the UK CAA for the latest guidance on your specific circumstances. This is an evolving area.

What's Coming Next (2025–2026)

The two systems are diverging, not converging. Don't expect mutual recognition any time soon.

EASA Changes

• Electronic licensing (e-Licence): EASA is moving toward digital Part-66 licences. Rollout is expected to begin across member states in late 2025/2026.
• Anti-fraud measures: Stricter rules on exam question randomisation and remote proctoring to combat "exam farming."
• SMS expansion: Safety Management System requirements are expanding across Part-145 and will likely extend to Part-147 training organisations.

UK CAA Changes

• The UK CAA is running its own rulemaking process (RMT.0201), which may introduce changes to the basic syllabus independently of EASA.
• The UK is consulting on electric/hybrid propulsion categories — new licence subcategories may emerge that don't exist in the EASA system.

Every year that passes without a mutual recognition agreement makes the gap harder to close. The practical advice: don't wait for things to change. Plan your career based on how the system works today.

How ModMentor Helps You Prepare

ModMentor covers all 17 Part-66 modules — and works for both systems. The question bank uses the same 3-option MCQ format, the same 75-second-per-question timing, and the same 75% pass mark that applies to both EASA and UK CAA exams.

• 19,000+ questions with detailed explanations across every module.
• Timed exam simulations that mirror the real EASA/UK CAA exam format.
• Progress tracking so you know which sections need more work.
• €9.99/month for all 17 modules — not per-module pricing.

Whether you're sitting exams through the UK CAA or an EASA Part-147 school, the technical content is the same. The questions don't care which system issued your licence.

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