The case study described here was the sale and purchase of a large business jet as opposed to a commercial aircraft on a lease. I was pointing out that in the current financial situation, it is in the interests of all parties, particularly the brokers to minimise the intervention of the regulatory authorities. The only reason this aircraft was exported to the “N” registration was so the broker could fly/demonstrate the aircraft, it was then sold to a European operator, requiring an another export CofA, and import of an aircraft from outside EASA. Had the aircraft remained on the original EASA registration the change of ownership could of been simplified.

I am a firm believer in if something does not need to be done, don’t do it!

I hope that this clarifies my position?

The work will be performed by an FAA Repair Station and released under the FAR 145/FAR 43 rules.
Then an FAA DAR will review the records and determine the eligibility to register it under the FAA rules. A C of A for Export is issued and then the aircraft is registered at its final destination.