please distinguish between EASA to EASA transfers BEFORE and AFTER 24/03/2020
No difference to what I have seen got caught.
EU to EU (EASA-EASA) is just a paperwork job. What else could it be?
Yes, normally, but you would be amazed what can be found, especially once the accepting CAA starts to look at details like checking detailed STC applicability.
Yes, the airplane can be physically looked at, just like during any ramp check or ACAM inspection anywhere. Obviously, if the paperwork is a mess, any process would be difficult, nothing to do with EASA.
I didn’t say it was anything to do with EASA. Just that don’t take it for sure that it will be a smooth process. Lots of people sell planes with a known hidden issue.
However, it’s inappropriate to portray such cases, which should be the exception, as generally valid examples for the process.
The point is that this is the only time it is likely to get picked up. Especially if you use the same maint company all the time, and even more especially if they are aware of the “discrepancy” 
Registry transfers are simply risky!
by a profit oriented FAA appointed DAR
Sure I would leave it on N and get a 61.75 and one of the IR routes if applicable.
I have mine on the N with and wouldn’t even consider changing. The flexibility one loses would be incredibly tiresome.
True. It‘s not so much the financial savings that make N-regs popular. It‘s the savings in headaches that do.
In a N-reg, there is essentially just ONE thing you HAVE to do: get an annual signed off by an IA every year. That‘s it. Anything on top you do is entirely at your discretion. You decide when you do anything else. No schedules to take into consideration. No due dates, no prescriptions by maintenance programmes, no shops telling you what you must do.
You then merely have to learn how the maintenance game with your shop and IA works". Like here:
Using a freelance mechanic (which is much harder under EASA) halves the cost of maintenance, without doing less work.
Peter wrote:
which is much harder under EASA
Why is that? Are there more FAA mechanics in Europe?
Why is a freelance mechanic harder in Europe.
Around here there are quite a few part 66 mechanics who freelance between different outfits depending on workload.
