70 odd to be registered OE by spring I think the plan is.

There has been an Austrian one based at MAN over the last few days so doesn`t
seem a problem.
Big plans for MAN we are led to believe

been 1 at BRS as well. No problems at all.

Not sure of current rules: what ATPL licences do ez crews have? Are they all UK, is any EASA licence allowed, or does the licence match the pilot's base? Previously, EU TRE's had to be certificated in the country of the ATO. To sign LPC's their national certificate had to be approved by the country of the licence issuer.
Is this causing any problem, and/or how is it being solved? Will the change to OE have any affect on TRE's? They normally had to compete a national indoctrination course to be an approved TRE. Not all TRE's could sign all EASA licences, unlike early JAR days. And are all ez a/c transferring to OE. What then for all the UK TRE's?

Well I never.......
EZY flying British domestics EDI-STN-EDI & GLA-STN-GLA this morning with OE-dash A320`s transferred from British registry..a farce & a complete folly of legislature.

EZY crews all have UK EASA licences. There's no impact flying the different AOC's at the moment. I am flying an Austrian reg plane this week I can see.

OE registered aircraft have done LGW-IOM

The only folly causing OE registered EZY aircraft to exist at all is Brexit.

Well...without getting into the B debate my point was the farce being enacted with just paperwork & a pot of paint on the side of G-dash a/c flying British domestics just to get around rightly or wrongly envisioned legislature...Farce.

What’s so different from what Ryanair and Aer Lingus have been doing for years on UK domestic flights using EI registered aircraft ? Air Berlin did it from Stansted for a while too on D registered aircraft ? EasyJet Europe is a European airline. There is no farce at the moment... no aviation laws have been changed or even put on the table for this whole mess yet.

Captain Caveman.
Well yes very good points.
My point tho with EZY is the aircraft have actually been RE-registered & to a nominal European airline title,tho I guess with EZY`s reasoning understood.
Accepting the a/c fly the complete network & not solely devoted to domestics I still state it physically appears farcical when the network allocates them to domestic rotations
morning & evening.Same a/c tho with a slight black paint job on the side,same crew, same scheds & a changed letter of registration in the cockpit.
How does OE-dash work then on UK domestics after March`19 ?..Genuine question.

No-one knows yet, same would apply to EI- ones by RYR?

I keep saying that the overwhelming hope is that we are able to remain members of European Agencies for commercial reasons though we would have no say in the rule making - it's the same with most industries and there was a chap talking about medicines on the radio saying that industry seems destined to be a rule receiver not a rule maker.

I amnot sure that is what Brexiteers envisaged though so it may yet become politically unstuck.

Well yes part of my point........tho I do understand perfectly fleet deployment & not restricting particular a/c to particular routes it does appear with domestics a wee bit of a ..... (won`t say the word again)..

EZY crews all have UK EASA licences. There's no impact flying the different AOC's at the moment.

AOC is one thing ATO is another. I'm not a guru on EASA regs and TRE's certificate regs. In my early days of JAR, as a TRE, I could sign an LPC on any JAR licence. Slowly, the countries tighten their jurisdictions and the rules changed, perhaps in anticipation of EASA, and 'standardisation' & 'commonality' were redefined. Each XAA had to indoctrinate and authorise their own TRE's and they then became restricted to signing licences issued by the same XAA as their certificate. A/C registration was irrelevant. That is why Easyjet, RYR etc insisted that all pilots had national issued EASA licences and all their TRE's were authorised by the same XAA. Is it possible to have an OE AOC and a UK ATO? That I suspect is the crux of the matter. There will be others more knowledgeable.
Is it easy jet's intention to be 100% OE reg? It would surely simplify things, but might miff UK CAA, unless they keep control of the crews.

Swiss newspaper "NZZ" says EZY got slots from AB at ZRH. They might start ZRH-TXL from January or expand existing service to SXF.
https://nzzas.nzz.ch/wirtschaft/easy...6?reduced=true

In the end we will end Uk with a mix of G-, OE- and HB- aircraft.

Why is this a farce? It's important to try and understand the rationalf to why this has been done. When we leave the EU, easyJet, a UK registered company needs to be in compliance with the regulations concerning flying internaly within the EU. i.e. a Spain to Italy flight can (likely) not be flown by a G- aircraft as we will no longer be members of said union. Hence, just like easyJet Suisse, to maintain regulatory approval, the route must be flown by an aircraft registered with authority to do so, in this case any EU country. They have, like Eurowings, gone for Austria. Hence anything based in the UK can stay G-, anything based on the continent won't have that luxury going forward. it's not a farce, it's a necessary step to maintain BAU as best they can.
Until that day happens, to work up the AOC and keep things ticking over, the fleet remains interchangable between G- and OE-. That will change if (when) we leave with no deal.

Skipness One Echo.
We understand why this is being done...(Do you...do we? TBH your explanation is none too clear).
But really what I`m saying is lawyers "over there " project a business blocking scenario & lawyers "over here" for future proofing initiate a way around it & thru it..in this instance entailing a pot of black paint overnight to change a registration prefix with then the next day an OE-dash flying a UK domestic service down from Scotland...bizarre...& as I stated it`s just a folly of legislature for it hasn`t changed any metal on the ground.
BTW Would you agree OE- is an erstwhile "flag of convenience" registry anyway.

In the end we will end Uk with a mix of G-, OE- and HB- aircraft.

regulations concerning flying internaly within the EU. i.e. a Spain to Italy flight can (likely) not be flown by a G- aircraft as we will no longer be members of said union.

Lots of energy going into the AOC aspect, bnut I'm still curious about the pilots' licencing and TRE certification. I'm not sure, but Is HB part of EASA? Can a UK licenced EASA pilot fly an HB a/c. Can an HB TRE sign the LPC for a UK pilots & vice versa? Will any pilots need to OE licenced and/or will any TRE need to be OE authorised? I would not be surprised if there were some gremlins lurking in the dark corners, and that's from a glass always half full guy.

But I'm sure someone has the precise answer and we'll find it's all taken care of. But how, or is there no problem?