slim_slag
Forcing N-reg owners to be US-based would upset an awful lot more than private pilots; there are many N-reg commercial (cargo etc) operations all over the world, plus Caribbean passenger operations, etc.
2Donkeys
What you appear to be saying is that an American with an FAA IR visiting France can rent an F-reg plane and, subject to getting the endorsement from the DGAC, he can fly IFR. That is in line with most other countries
AFAIK; an endorsement is required but generally obtainable in each case. The UK CAA won't give an FAA IR full IR privileges in a G-reg plane but will give you the full IMC Rating; this comes close and perhaps is valid for a lot longer than a concession?
Incidentally do you have a URL for this info? I know someone who is preparing an English translation of these little DGAC quirks..
flyingfemme
I don't think any # of hours' training is adequate compensation for lack of an AP (and, more than likely if no AP is present, for lack of decent equipment generally) in single pilot IFR. It's extremely hard work no matter how you do it, unless you do it all the time. And very few people do it all the time even if they fly IFR all the time; the general idea is to get up VMC on top whenever possible. But all people that do it regularly (that I know of) have an AP anyway, plus a good plane.
You can get training in your own plane already, no restrictions I am aware of if 100% owned by you. You can train for a UK/JAA license/rating in a G-reg or for an FAA license/rating in an N-reg, entirely in the UK. Some instructors claim all training must be done "under the auspices of a flight training organisation" so you have to become a paid up member of their school/club to make it legal... What did you have in mind?