EASA Aeroplanes - Re-registration
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EASA Aeroplanes - Re-registration
Hi All
Question.
I am bringing in an SEP aeroplane from Denmark. It's Danish registered and has a current EASA ARC.
My question is - how long can I keep it on a Danish reg in the UK before I have to re-register it on a G-Reg ?
Can any one advise ?
Thanks
Arc
Question.
I am bringing in an SEP aeroplane from Denmark. It's Danish registered and has a current EASA ARC.
My question is - how long can I keep it on a Danish reg in the UK before I have to re-register it on a G-Reg ?
Can any one advise ?
Thanks
Arc
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Not sure it's all that expensive to transfer on to the G-Reg but I definitely could be wrong about that.
In so far as keeping it on the Danish reg, I believe you could keep it on indefinitely but would have to get servicing done by a company authorised by the Danish CAA to work on your aircraft, which could be expensive. I think how you would do that is have a Danish CAMO that subs work to a UK Part145 organisation.
Best way to check is to call the CAA airworthiness bods.
In so far as keeping it on the Danish reg, I believe you could keep it on indefinitely but would have to get servicing done by a company authorised by the Danish CAA to work on your aircraft, which could be expensive. I think how you would do that is have a Danish CAMO that subs work to a UK Part145 organisation.
Best way to check is to call the CAA airworthiness bods.
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Does Guy A at E Winch not have Danish cover? If so and you get on with him - you'd never need to swap reg's!
Spill the beans chum, what is it and when is it coming over?
How are you getting it? Am happy to help with delivery if that helps you.
Spill the beans chum, what is it and when is it coming over?
How are you getting it? Am happy to help with delivery if that helps you.
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Question:
If all planes in EASA land are maintained to the same standard (Part-M) and individual aviation authorities are pretty much just rubber stamping what EASA say, why the need for country specific maintenance authorisation / over sight between European countries? Is that not just bureaucracy for the sake of bureaucracy? I can understand it for N reg since its a completely different system, but for EASA signatories? Surely there is scope here for some cost saving (for once) from being part of EASA?
If all planes in EASA land are maintained to the same standard (Part-M) and individual aviation authorities are pretty much just rubber stamping what EASA say, why the need for country specific maintenance authorisation / over sight between European countries? Is that not just bureaucracy for the sake of bureaucracy? I can understand it for N reg since its a completely different system, but for EASA signatories? Surely there is scope here for some cost saving (for once) from being part of EASA?
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A Danish reg is definitely "foreign" as far as the UK is concerned.
For example, see what happens if you run a school/FTO and try to move your G-reg fleet to the Danish reg
The fast that nobody with a brain would do that is irrelevant - if moving, one would move to the N-reg
Also, AIUI, and this will carry on past the EASA dates, you will need the existing DfT permission to carry on any aerial work in a non G-reg. So if you want to get instruction in it, and pay the instructor, you will need the DfT permission.
But as I said earlier there are no known issues simply parking and flying a private Damish reg out of the UK, and getting it maintained here ought to be OK too (though I know next to nothing about that).
For example, see what happens if you run a school/FTO and try to move your G-reg fleet to the Danish reg
The fast that nobody with a brain would do that is irrelevant - if moving, one would move to the N-reg
Also, AIUI, and this will carry on past the EASA dates, you will need the existing DfT permission to carry on any aerial work in a non G-reg. So if you want to get instruction in it, and pay the instructor, you will need the DfT permission.
But as I said earlier there are no known issues simply parking and flying a private Damish reg out of the UK, and getting it maintained here ought to be OK too (though I know next to nothing about that).
Last edited by peterh337; 7th Mar 2012 at 08:24.
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Also, AIUI, and this will carry on past the EASA dates, you will need the existing DfT permission to carry on any aerial work in a non G-reg. So if you want to get instruction in it, and pay the instructor, you will need the DfT permission.
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Receiving instruction in your own aircraft NOT for the issue of a licence or rating is absolutely not aerial work .
As for it being paperwork for it's own sake - well, it IS EASA and the CAA.
.As for it being paperwork for it's own sake - well, it IS EASA and the CAA.
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Receiving instruction in your own aircraft NOT for the issue of a licence or rating is absolutely not aerial work
That's why, with an N-reg, you need the DfT permission if you pay him. Unless you do the training outside UK airspace, etc, etc.
It is interesting to note that the ANO was so recently amended to rank e.g. a F- or D-reg the same as a G-reg. It was my view for years that such an exclusion was illegal, but the CAA is going to lose a lot of revenue if schools use non-G-reg EU fleets. Perhaps they won't approve the school?
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Arclite01 - the simple answer is DONT DO IT! You have no idea about the can of worms you will open when the British CAA get involved. It will be OK if you have very bit of paperwork for the aircraft since date of manufacture and you have at least the value of the aircraft in question to waste on needless paperwork otherwise DONT DO IT.
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I agree - registry transfers are best avoided.
For starters, you don't know what mods have been done to the plane off the books.
A few years ago I wrote up an article on transferring G to N which will indicate some of the pitfalls. In essence, you need to be 100.00000% sure that all will go smoothly before you deregister the aircraft, otherwise you will end up in a legal limbo from which there are only 3 ways out:
1) Pay whatever it costs to sort it out (could exceed the aircraft value)
2) Dismantle the aircraft and cart it on a trailer to a different company, which is willing to sort it out
3) Scrap the aircraft
I am in contact with many many pilots so I get to hear lots of stories, and some of them are pretty horrific. Getting grounded for months and spending 5 digits is common in registry transfers within Europe. The FAA is no pushover (the DARs can be extremely picky) but Europe is a whole different level above that. One chap wanted to put a plane onto the Greek registry and the process they insisted on was similar to a 747.
For starters, you don't know what mods have been done to the plane off the books.
A few years ago I wrote up an article on transferring G to N which will indicate some of the pitfalls. In essence, you need to be 100.00000% sure that all will go smoothly before you deregister the aircraft, otherwise you will end up in a legal limbo from which there are only 3 ways out:
1) Pay whatever it costs to sort it out (could exceed the aircraft value)
2) Dismantle the aircraft and cart it on a trailer to a different company, which is willing to sort it out
3) Scrap the aircraft
I am in contact with many many pilots so I get to hear lots of stories, and some of them are pretty horrific. Getting grounded for months and spending 5 digits is common in registry transfers within Europe. The FAA is no pushover (the DARs can be extremely picky) but Europe is a whole different level above that. One chap wanted to put a plane onto the Greek registry and the process they insisted on was similar to a 747.
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You no longer need DofT approval to operate an EASA/EEA registered aircraft in the UK for flight training aerial work etc. Our fleet is a mix of EASA registrations. We went to renew the permissions last month and were formally told it was no longer required.
N reg operators still require permission.
N reg operators still require permission.
