stupidity of CAA
 

you can.t get a export c of a because your ship is timed out and
if you overhaul it you still can.t have one because you didn,t get the export licence in the first place, but you can build a kit aircraft
with no skills cobble it together and fly!!

IS IT ME

Nope its not you - they are red tape gone mad. :(

As it isn't currently airworthy it doesn't need an export C of A - its just a heap of spare parts - some of which are time-ex, most of which are not - all bolted together in the shape of a "ship". (shipshape?) What happens if you ship it out with all the log books and documents but without the export C of A, do the overhaul at the other end and then apply to register it? One supposes that all would depend upon the attitude of the other airworthiness authority - though unfortunately it isn't just the CAA who are stupid.

Kit planes can certainly be built by anybody, but every step must be certified by a PFA inspector. Then the complete heap is inspected again before being test flown by a pilot experienced on type. Not exactly "no skills cobble it together and fly.." is it? After all that inspecting and test flying it still doesn't get a C of A - it gets a 'Permit to Fly'.

Orville and Wilbur had it easy...

...until they tried to build the Mk II...

I have had many occasions where people have taken a UK registered aircraft to the USA and asked for an export C.of A. and I ask them why ?
There is no legal rerason for a country to issue an export C of A just because the aircraft is being exported. There is often confusion between commercial exportation ( i.e. Export licence etc) and Airworthiness Exports
A US manufactured aircraft ( Boeing Douglas Piper etc) does not need an Export C.of A from any country to go on FAA register.
In fact to go on FAA register a foreign built aircraft needs an Export C.of A. from the country of build - not register.
Some countries ( LIke Norway) do not have any such document as an Export C.of A.
CAA charge a full Cof A fee to issue an Export C.of A

If you consider the export C of A issued by the CAA for something like a 757 (charged @ > £ so much/kilo of certificated mass), the intent is merely to say that if the aircraft were to remain on the UK register, it would qualify for a national C of A. Then you have to consider any derogations...

An Export CofA can also show the plane meets the published requirements of the importing country.
Note if the requirements are not published via ICAO they are actually guidelines – assuming the country it’s going to is an ICAO member – but many authorities will argue this unless you show a willingness to argue back.

GTS is right that some countries don’t have export CofA’s – whilst other countries don’t require them – but some countries do require them (and some require specific wording) – I even know of one country that requires an Export CofA from the previous authority whilst having no procedure by which they can issue one when the plane gets transferred from their register.

In short – talk to both authorities as early as you can on this subject.

Personally I always recommend obtaining an Export CofA even if the receiving country doesn’t specifically require it – cause you don’t know what the next will want.
Then again if your selling you don’t care where it goes after you got the money – do you?