Changing from D- reg to G- reg
Thread Starter
Changing from D- reg to G- reg
There is a Cessna Aerobat for sale on a D reg. Does anybody know what hoops you have to jump through to put it on the G reg?
Long time since I did anything.
For a start I think you will need an export CofA from the country of origin all signed up by the owner and his maintenance company. I know someone who bought an aircraft from a Swiss estate took nearly two years to register.
Then obviously a UK registration applied for through the CAA.
Job for your camo.
For a start I think you will need an export CofA from the country of origin all signed up by the owner and his maintenance company. I know someone who bought an aircraft from a Swiss estate took nearly two years to register.
Then obviously a UK registration applied for through the CAA.
Job for your camo.
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Read these:
in english
Used Foreign registered aircraft | Aircraft | Operations and Safety
and some german statements
https://aopa.de/aktuell/cessna-sids-...-wer-kann.html
There have been planes with correct EASA papers transferred to G-reg within two and a half weeks total.
in english
Used Foreign registered aircraft | Aircraft | Operations and Safety
and some german statements
https://aopa.de/aktuell/cessna-sids-...-wer-kann.html
There have been planes with correct EASA papers transferred to G-reg within two and a half weeks total.
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Markkal
Mandatory Cessna SID's checks and a truly stupid system of registration of individual radio boxes ( rather than a system) for IFR flight to name just two reasons.
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Spookily I was contacted last week by a German 172 pilot who was transferring his aircraft to UK registered, because the cost of the SIDs which Germany insist on, were more than value of his aircraft. So he is putting on G-reg but keeping it in Germany. (All he wanted from me was to understand LAMP and what he needed to use).
With the German demands re SIDs, there should be a lot of cheap Cessna to be had!
With the German demands re SIDs, there should be a lot of cheap Cessna to be had!
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Curlytips
There may be some cheap Cessna's to be had but would you want one ?
There is a very good reason for the SID's and that is to weed out the undermaintaned death traps. Anyone who owns a Cessna should take a very good look at the SID's program before dismissing it out of hand.
The problem with the SID's is that the LBA is mandating it to be done all at once for aircraft with over 10,000 hours regardless of condition, the UK CAA is taking a stofter approach but any good engineering company will make sure that the critical parts of the program are done in a timely manor.
There is a very good reason for the SID's and that is to weed out the undermaintaned death traps. Anyone who owns a Cessna should take a very good look at the SID's program before dismissing it out of hand.
The problem with the SID's is that the LBA is mandating it to be done all at once for aircraft with over 10,000 hours regardless of condition, the UK CAA is taking a stofter approach but any good engineering company will make sure that the critical parts of the program are done in a timely manor.
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@A and C: you are mistaken, the german LBA currently declares the SID mandatory for ALL 1xx and 2xx Series in direct violation to the Cessna documents. The give a sh*t to the 10.000h statement ... and are revealed to even blackmail some maintenance companies trying to certify ARC without done SIDs.
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Chickenhouse
I don't understand your statment, the SID's is a rolling maintenance inspection program that is based on calender time and flying hours so is dependent to indicate when an item becomes due, I was using the 10,000 hour mark as an example as this is the flying time and most likely the calender age at which ALL the SID's become due.
I take it that even the LBA would not force an owner to have a check mandated at 5000 hours to be done at 2000 hours ?..................... But may be I'm wrong they do mandate that unbelievably stupid IFR certificate system !
I take it that even the LBA would not force an owner to have a check mandated at 5000 hours to be done at 2000 hours ?..................... But may be I'm wrong they do mandate that unbelievably stupid IFR certificate system !
Last edited by A and C; 21st Oct 2014 at 19:29.
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A and C
This is what I was making my point of. At the deadline June they required everybody to have all inspections done, regardless of hours on the cell. Yes, they indeed asked for a 1.500h cell to have the original 10.000h inspection and denied ARC if not passed. Try to imagine what went through that country this summer! After they got kicked in the ass, they postponed requirements for a short while, which will give ELA1 plane the opportunity to skip that bull**** totally, but i.e. the 182's are out of luck and will definitely become very cheap quite soon.
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I transferred from F- to G- recently if that helps
Strange as it may seem, the CAA side of experience was quite positive for me 
The PA28 in question still had its ARC valid for 10 months, and when the UK CofA was issued, the French ARC was simply stamped and sent back to me. No survey/inspection ensued, even though the forms and guidance suggested it might. Just a lot of details to be given on the form to request the UK CofA, including the CAMO company, but that I had already arranged by the time of taking delivery of the aircraft.
No Export CofA within EASA-land.
PM me for more details if you wish.
/h88
The PA28 in question still had its ARC valid for 10 months, and when the UK CofA was issued, the French ARC was simply stamped and sent back to me. No survey/inspection ensued, even though the forms and guidance suggested it might. Just a lot of details to be given on the form to request the UK CofA, including the CAMO company, but that I had already arranged by the time of taking delivery of the aircraft.No Export CofA within EASA-land.
PM me for more details if you wish.
/h88
