At the risk of seeming churlish Ghengis, what exactly has changed?
There are aircraft currently operating on PFA permits which do not, at a strictly literal reading, fall into Annex II. That implies they should come into EASA control.
The potential consequence of that is airworthiness management from Cologne to CofA rules of aircraft previously administered to the rather more pragmatic PFA system, possibly needing a JAR-1 for all spares, and needing any mods to be submitted by a CS.21-JA approved company. All of this will push up costs, and make it harder and harder to operate elderly aeroplanes like this Luscombe.
So all efforts by PFA Engineering to keep those aircraft currently on PFA permits under their control, rather than EASA's have to be positive. It will also keep revenue for PFA which is a far cuddlier organisation than EASA has seemed to be so far (notwithstanding that EASA's head of GA certification is a thoroughly decent bloke, British, and was in a previous life the designer of at-least one PFA type).
G