Mentioned a long way back but my understanding is that it isn't illegal on a UK reg. aircraft anyway to still have a mode A/C transponder. If you replace it however you must replace it with a Mode S unit
.

Do we know for certain that exploitation or rule breaking has occurred here. It seems that everything said on this so far is pure conjecture. He might have had a CPL if he was doing regular para dropping. It is entirely possible that this was a properly conducted commercial flight. It is also possible it was a legally conducted private flight. It is possible that he was not that familiar with flying this particular aircraft in IMC conditions, and he could have become overwhelmed with icing in an unfamiliar aircraft, but we don't know anything for certain other than the aircraft is missing. He could have had a heart attack for all we know, or the passenger may have had a panic attack and distracted the pilot. This is all pure speculation of course, like everything else mentioned here so far.
All the people suggesting tighter regulation might want to be certain of what, if any, regulations had been broken here, and how tightening them up would have changed things. I do not believe that regulations, broken or otherwise, have contributed to the unfortunate outcome. There are plenty of aircraft piloted by two commercial pilots on properly chartered flights that have also ended tragically, and also Commercial Air Transport journeys don't have s 100% success rate.

With a privately owned, American registered aircraft between two European countries?

The known facts are bad enough: SE piston over the sea at night in engine and airframe icing conditions during the winter with a passenger on board. This alone tells me all I need to know about the pilot. He was an accident waiting to happen. We will know in due course the licence status and legality of the flight. Speculation is a waste of time. It doesn't make the decision to go any more reasonable. What is legal is not always wise - and that is not an argument for tighter regs, it is an argument for exercising good judgement. Clearly lacking in this flight.

Sala's agent Mark McKay, son of Willie Mcay, also an agent:

As someone else has already stated above, there are only two Dave Ibbotson's in the FAA Airman's Database, both are PPL's.

Well, let's be the professionals here and not jump to conclusions based on media reports - after all even Aunty Beeb is a media outlet - and these days - with journalistic integrity beginning to resemble the rest of them.

Let's go on the facts as they emerge and draw our conclusions in a manner respectful of AAIB process (as well as respective French and Argentinian counterparts) and the high standards of stewardship that this forum is well capable of and has excelled at in the past.

In a word - pause. There has been a tragedy with loss of life, circumstances that lead up to the accident are still unfolding. Nobody's officially broken the law yet. Situation on-going.

Auxtank

Sorry but not on this occasion. Too many of us here have the experience to look at the basic facts on the aircraft and operator as reported and immediately see a senseless waste of life.

Am I alone in finding that details such as 'N'-registered aircraft being operated in UK and Europe with unsuspecting passengers on a PPL are bringing back unhappy memories of Graham Hill and his last flight?
AAIB Report on accident to Piper PA-23 N6645Y

So that's all OK, then ...

Whatever the legalities, and who arranged what for whom, the outrage is clearly rapidly rising. A non-IR legally licensed private pilot decided to take a passenger (for reward or not) in a piston single during bad weather over very cold seas. Clearly the operator allowed te pilot to use the plane and the pilot decided to execute the flight. This is worse than bad

Was it ever thus.....

Just have to trust in moderators and put up with it...

Looks that way. Tragic all the same.

Some facts regarding operation of a N registered aircraft.

Private operation is part 91

The pilot must have a FAA private pilot licence or higher. As an EU citizen he must also have an valid EASA licence as well as well as an FAA licence to operate in EU airspace.
The flight must be for no remuneration pilot and aircraft. However the aircraft may be leased for remuneration by the passenger or a third party from the lessor (owner) for free use of the passenger but note the UK department of transport (not the CAA) must approve the lessor of the aircraft to lease the aircraft when it is flown in EU airspace.
The regulations that apply are written by EASA and the FAA. The CAA only enforces them in UK airspace. In other EU States it is their responsibility to enforce EASA regulations.
Cost sharing does not apply and is not available as it is a N registered aircraft.
Any other type of operation is a public transport operation and would be contrary to both US and EU law in this case.

I do like how you can check a pilot's credentials with the FAA - frankly a similar system in EASA land would at least allow passengers (or indeed flight schools etc) to do some of their own referencing.