Cathar/DFC
Putting every UK-based N-reg GA plane onto G-reg would screw up a lot of experienced pilots who fly all over Europe, while raising a miniscule percentage extra money for the CAA.
But let's get back to some basics. Both of you might have a stronger case if (just taking a few examples that come to mind right away, not in any particular order):
Why does the CAA not offer a PPL/IR which is appropriate to a PPL and not an ATPL?
Why does the CAA not approve the Cirrus parachute system; the FAA, responsible for at least an order of magnitude more planes than the CAA, and probably having lots more Cirrus planes flying than the total of similarly aged GA planes in the whole of the UK, has no problems with it. Why?
Why does the CAA not allow one to have a PPL/IR with the Class 2 medical, without the additional Class 1 audiogram. If the pilot can demonstrate he can fly a plane and do the radio just fine, why have these bizzare requirements?
Why does the CAA not accept any FAA STC automatically? The FAA is satisfied with them.
The CAA wanted to charge me about £2000 for the paperwork approving the fitting of a very simple panel-mounted instrument (with no safety implications), whereas with an N-reg the dealer can just put it in and sign it off.... why?
The CAA will not approve the fitting of decent (I mean post-WW2 technology) landing/taxi lights which enable you to actually see the road, when they are available for an N-reg. Not strictly true; for perhaps £10,000 I could get a one-off approval done. Why?
and I am sure others can add far more stuff like this. And that is just from the PPL / IFR point of view.
Objective arguments please.