manu damaschin

Mooniacs meeting

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Good work in trying to get something Nick - shame the Wx didn't want to play. Very happy for someone else to have a go at arranging a date and venue, this one seems to have failed miserably

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I'm going to Calvi on the 5th Sept....we will be in Ste-Maxime for a couple of weeks (with the Mooney parked at Cannes) and my wife suggested a few short hops here and there...coincidentally they are organizing a fly-in to Calvi so we are tagging along....it's a free world so why not add a few Mooniacs?

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not a planned European Mooniac meeting , but an impromptu one:

the only GA aircraft parked on the apron at LFRQ (Quimper, Britanny, western France) three weeks ago were : my Danish reg M20F, a French M20E and M20K, and an OE M20J !

The E and K are regular vistors (link to similar pic 5 years ago), I often see them parked next to me on weekends in July , but have yet to meet the pilots unfortunately...

The nicely modified E happens to be maintained by my mechanic as well, and my M20F and it were in the same hangar for a routine check the week later in La Rochelle, over 200 miles away!

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Ha! Olivier! I am in Quimper every weekend in July/early August (that's where the in-laws live), let me know next time! 

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Hi guys,

Having nosed around the forum for a while, as I was educating myself on Mooneys, I should probably introduce myself. I have just bought a 231 with a friend of mine after a long search for the best available in Europe. It is bought in Germany, but will be based in the UK probably still on German registration, unless it proves very troublesome.

Would be great to meet up with other Mooney owners at some point.

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I think it is mainly Cessna owners fleeing the German register right now....due to mandatory implementation of Cessna SB relating to wing spar inspections...many are moving to the UK register....but if it were me I'd move to the US register if I was moving at all!

Have you joined the European Mooney Pilots and Owners Association (EMPOA) yet?... Worthwhile for the insurance deal they have as well as connecting with European Mooniacs...

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I will look up EMPOA, although I already have a pretty competitive cover through Visicover.

 

I hear you regarding the move on N-reg.  It turns out that the Germans want me to appoint an authorized recipient in Germany to allow a D-reg outside Germany.  I will ask for flexibility on that, given that I'm happy to correspond with them in German.  if that doesn't work, I might actually have to move and I think N-reg is then the way to go, to avoid the whole EASA major mod debacle.

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I don't think it is easy moving to another registry....PeterH on EuroGA went from G to N in 2006 I think and put a write-up on his website: peter2000.co.uk

Personally I was only looking at N reg aircraft when I bought my Mooney....I would not have bought one on the EASA register....it was one of my hard criteria...

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To avoid dealing with EASA?

 

It is interesting that there are pretty significant differences between the European aviation agencies.  My understanding is that the Germans, oddly enough, are closest to the pragmatic attitude of the FAA.  Unlike the Brits, they're happy for you to operate on-condition and apart from the annual, the pilot can pretty much do all of the maintenance, etc.  They however require a full avionics check annually to release for IFR, which is costly. It means for instance that I will have to buy a new prop to get on G-reg, and if we're looking at that kind of trouble and cost, I might as well go N-reg while I'm at it.  For now, I have asked the Germans for an exemption from the authorized recipient requirement - not having much hope, though.

 

My sense is that EASA is slowly changing attitude and start acknowledging the difference between a Piper Cub and Airbus 380 - but it's baby steps.

 

I can't really understand why EASA and FAA can't just agree that they're probably both thorough organisations who know what they're doing, so if something is FAA approved, it should be good to go in Europe and vice versa....but then again, I never made my money as a lawyer.

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Yes, to avoid EASA but mainly because the FAA is influenced by the several hundred thousand aircraft owners and pilots and the generally more aviation friendly attitude of Americans vs the socialist leanings of Europe....so my interests are far more likely to be protected with N reg than EASA

Btw there is nothing to stop a G-reg aircraft being run on-condition....if it is not used for flying training or any other commercial purpose...

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Refer to UK CAA CAP747 GR24....for engine overhaul periods...even commercial ops are allowed to go to recommended TBO + 20%....thereafter only Private ops allowed....the only catch for you would be that the engine must not be "run-out" already in the eyes of the LBA before transferring Sent from my iPad using Tapatalk

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