European Rules for non G-REG

[biggles99]

Can someone help me with where to find the definitive answers to the following?

1/ If an aircraft has a valid EASA C of A in one EU country, can it stay on that country's register and be based in another (EASA) country)

2/ Is there any legal requirement to do any engineering works if you are taking an aircraft from one country's Reg to another? For example, if you buy an aircraft that has a valid Annual, a valid C of A and 75 hours to go before the next 100 hour check, can you operate it for the next 75 hours before any scheduled maintenance is legally required.

3/ Can you fly a F-Reg aircraft for training, self fly hire, charter or arial work in the UK, assuming it has all the valid French paperwork, and also assuming it will be maintained by a JAR 145 maintenance outfit?

thank you

[Mr.Brown]

1/ If an aircraft has a valid EASA C of A in one EU country, can it stay on that country's register and be based in another (EASA) country)


Ryanair keep alot of their aircraft all over Europe and all on the EI register. Stansted having the large bulk of them.

2/ Is there any legal requirement to do any engineering works if you are taking an aircraft from one country's Reg to another?


As far as I'm aware it depends on that countries AMC to parts 21 part M etc. Each member state may have slighlty different ways of complying with the EASA regulations and if that aircraft is on a new reg it may be required to meet all of those under the new member state.
However EASA state that "Competent National Aviation Authorities (NAAs) may also produce their own acceptable means of compliance, based or not on those issued by EASA. Just as with AMC issued by EASA, such national means of compliance cannot bind the applicants either; the applicant can always choose to comply by other means"
All your answers can be found (somewhere) @ http://www.easa.eu.int/ws_prod/g/rg_regulations.php#IR

[Bus429]

To add to Mr Brown's response:

EU regulations such as Part 145/M allow for compliance with national requirements where no EASA regulation exists. An example could be the issue of minimum seat spacing (used to be AN 64) that now sits in CAP 747 as a Generic Requirement. For your info, CAP 562 CAAIPs also contain stacks of info in this regard (CAP 455 AN 7, for example, has been removed and the text transferred to CAP 562). Mr Brown's aside All your answers can be found (somewhere) is very valid!

You would have to consult Part M about the French aircraft: I think this would be restricted to about 14 days (I'll have a read and try to confirm). Maintenance for CAT, large (>5700kg) and twin-engine helicopters has to be accomplished by EASA PART 145 AMOs.

All EASA aircraft now have non-expiring Cs of A issued on renewal. An Airworthiness Review Certificate (ARC) issued either by the Competent Authority or a suitably privileged Part M Subpart G organisation from 28/09/08 - or on a recommendation to the Competent Authority from such an organisation if the Controlled Environment is not maintained - qualifies the C of A. An ARC is transferable within the EU but a new C of A has to be issued by the receiving Member State in accordance with Part 21. However, being EU and EASA not everything does - or will - happen as it "should"!:ok:

[biggles99]

and more informed replies greatfully received!