November tail #'s
Thread Starter
Join Date: Oct 2005
Location: Queensland
Posts: 632
Likes: 0
Received 0 Likes
on
0 Posts
November tail #'s
I'll have to keep up with the times! Is it correct nowadays that a November registered aircraft can stay permanently in Australia?? How does that work??Thanks for all and any replies
Join Date: May 2000
Location: Australia
Posts: 344
Likes: 0
Received 0 Likes
on
0 Posts
Thats Correct
Yes it can as long as the maintenance is kept up to date by a FAA licensed lame or equivalent. Pilot should have FAA certificate as well. Motives are avoidance of many charges and landing fees etc and continuous N registration allegedly adds value at resale time.
Groggy
Groggy
It used to be easier if you had a serious Bizjet to keep it N rego'd because the yanks have a category for biz jets and CASA don't. I think they took exception to people running around in serious jets as a private op, and wanted them to get an AOC and go commercial, which is really ridiculous when it is a private op. So all you do is make it a N rego'd and do everything under the FAA regs which are designed for that operation. I think the plan is when (if) they rewrite the rules to have a biz jet operation as one of the parts in the Australian rules. However these rules have been coming out for over 5 years now, so don't be hold your breath.
Join Date: Oct 2003
Location: In an Airplane
Posts: 125
Likes: 0
Received 0 Likes
on
0 Posts
It used to be easier if you had a serious Bizjet to keep it N rego'd because the yanks have a category for biz jets and CASA don't
The Yanks have a subpart K to FAR pt91 for fractional ownership.
If its owned by one corporation or individual there is no catagory.
If its over 12500 lbs. (5700kg) it will need a maint. program.
Join Date: Dec 2004
Location: ChCh NZ
Posts: 402
Likes: 0
Received 0 Likes
on
0 Posts
I am guessing the maintenance cannot be carried out by an A&P also. Under the USA system the Annual Inspection has to be certified by an IA.
An A&P would possibly be considered the equiv of a LAME by some, an IA is a good deal different.
Certainly an A&P mechanic could do much of the maintenance required, the stumbling block would be when the Annual comes up due.
An A&P would possibly be considered the equiv of a LAME by some, an IA is a good deal different.
Certainly an A&P mechanic could do much of the maintenance required, the stumbling block would be when the Annual comes up due.
Apparently for private ops you don't need an FAA PPL to fly an N-reg, your CASA license will suffice so long as you are staying within Aussie airspace. (Strange but apparently true!)- I don't know about commercial ops.
And I think they have some rule about non-US residents not being allowed to be the C of R holder- apparently there is a way around this by going through a US based agent, I'm not sure of the detail.
And I think they have some rule about non-US residents not being allowed to be the C of R holder- apparently there is a way around this by going through a US based agent, I'm not sure of the detail.
Join Date: Oct 2003
Location: In an Airplane
Posts: 125
Likes: 0
Received 0 Likes
on
0 Posts
If the Maint. Inspection Program is FAA approved and completed totally within the year....no IA is required.
Example: Large aircraft on A,B,C inspections. Long as you do all the inspections within the 12 calander months your fine.
You must be a US citizen to register your aircraft. Corporations must be 51% US owned.
Example: Large aircraft on A,B,C inspections. Long as you do all the inspections within the 12 calander months your fine.
You must be a US citizen to register your aircraft. Corporations must be 51% US owned.
I always thought there might be a business model to take women in labour for a long flight in your N-reg aircraft so that the resulting offspring could claim a green card...
