Airplane Restoration: which registry?

[XLC]

(This thread was just posted on the forum of Aviation History but is in fact about plane restoration ; not sure where to post that.)

I am starting the project of restoring one Stampe SV4 and I am new to the world of vintage plane restoration (am familiar with the restoration of vintage cars though). The first question I have is about the registry ; the plane is now based in Belgium, but some are moving to the French registry and I also noted that quite a few are on the G-registry. Some of them are also registered as experimental (i.e. N-reg)

I was wondering which are the pros/cons for each registry? And how much EASA is going to influence the movement of some of these planes?

Thanks

[Mark 1]

If you can restore the aircraft in accordance with its type certificate, then it can have a full airworthiness certificate in your local registry, or any other registry that works for you, and fly internationally. Most countries will only allow registration to their own nationals, but there are work-arounds using ownership trusts or limited companies that qualify

I believe some countries will allow it to be restored with a restricted CofA or 'permit to fly' if it qualifies as 'Annex 2'. That will restrict it to flying in the state of issue and any others that allow mutual recognition. A US experimental certificate will be of little use outside of North America, but a full standard CofA on the N register could be quite flexible.

[XLC]

noted your replies for which many thanks.

I'd suggest making contact with Stampe owners in the country where the aircraft will be operated, and figuring out the best approach from their experience. Its a very type specific issue.

Exactly, it is the reason why I started this thread as it is read in different countries.
I noticed that there are F-registered vintage planes in Belgium, D-registered ones based in Italy and G-reg old birds stationed on the continent.
I try to figure out the reasons for this. Is it because of issues during the restoration process, or running costs issues, ... ?

[A and C]

Your aircraft is Annex 2 and I would suggest that it would get a fair hearing from the UK CAA as long as they know about the project from the start and can get to inspect the aircraft during the critical stages of renovation.

[XLC]

Absolutely and agree.
The plane is in Belgium and registered there. And indeed before I start the project I try to understand why some do start similar projects in France or the UK and not in their home country. What is the a reason? Are the differences between each EU country so important ?

[Motorizer]

Stampes , I believe , are now being accepted by the LAA which makes the whole process easy and a lot more less complicated than involving the CAA thats for sure... Not sure about operating LAA Aircraft outside the UK though.

[Piper.Classique]

Where do you intend to do most of your flying?