Hi Peter
No I am on the N registration and have been since 2007, best thing, esp for a turbine (oil change every 400 hours etc), is that it gets rid of all those 50hour checks.
The reason I go to Guernsey is to walk from the airfield to Le Gouffre restaurant for lunch and then a 2 hour walk along the coastal path, you cant beat it, as you know
Peter wrote:
The answer should be in this thread somewhere. A 2-reg needs a Guernsey approved mechanic of some sort. Most 2-regs fly to Guernsey for maintenance.@quatrelle will know.
Trouble is that a lot of advice in this thread predates 2020 so it seems most posters weren’t sure what the post-transition period status was going to be. Now we know what the situation is. What confuses me is really two things that I couldn’t get from this thread (or maybe I just missed the right posts). Firstly, can you fly a 2-reg in the UK with your CAA license alone? And secondly, I assume if you want to fly a 2-reg in the EASA-land you’d need a Guernsey license validation?
What transition? For VAT, Guernsey versus say UK is same as e.g. USA versus UK. Nothing I know of changed due to brexit.
Guernsey, like the IOM, AFAIK accepts all ICAO papers and validates them for the particular aircraft. You need a medical issued by the same country as the license.
2-reg has a curious advantage (same as M-reg) that you can transfer to the reg without having to get an Export CofA. This makes the transfer to it less risky than say to N.
IIRC, 2-reg has another narrow advantage that if you can get a UK/EASA medical but cannot get an FAA medical (this is possible in quite specific situations) then you can fly the 2-reg on your UK/EASA medical but the registry does accept FAA modifications. This can be better than the obvious solution (N-reg) because the only way you could fly an N-reg on a UK/EASA medical only would be with a 61.75 PPL but if you get a standalone FAA PPL/CPL you lose that option for ever – here.
I looked at 2-reg some years ago but the maintenance would have been a big hassle.
You can fly a 2-reg aircraft worldwide. It is an ICAO certified aircraft.
Most of the advantages of a M-reg or 2-reg etc are around the tax treatment. This involves setting up a company there, and – certainly on M-reg – you can get a very favourable Benefit in Kind treatment. The IOM Director of Aviation once explained this to me but I have forgotten the details. It won’t be applicable to most piston GA scenarios.
Got it thanks.
If there has been any brexit related change or transition I would very much like to know.
The C.I. have always been outside the UK VAT system.
The IOM has always been inside the UK VAT system.