So in my long term plan, I plan to paint our plane in the next 2-3 years after some other, higher priority projects are complete. Obviously painting an airplane is a good opportunity to change the N-number if we want to. I reserved a few N-numbers that we liked a while back, just in case I wanted to change the N-number to something more meaningful... mainly just because I can, and why not?

As far as I can tell, the actual FAA process doesn't look too bad, a few forms to fill out and a small check.

But, outside the small amount of paperwork inherent to the process, is there any downside to changing an N-number? Looking for any future problems I didn't think of or cases where someone has regretted changing their plane's registration.

Also if you have any paint shop recommendations within reasonable distance of southern Idaho I'd be glad to hear them.

If you have a classic plane reserve the original number for future use. You, or a subsequent owner, might want to put it back to original one day. If you don't reserve it you might find it used on another aircraft, never to be available again.

kg wrote:If you have a classic plane reserve the original number for future use. You, or a subsequent owner, might want to put it back to original one day. If you don't reserve it you might find it used on another aircraft, never to be available again.

Good point but I think I fall out of "classic" territory and more into mini-van/meat hauler. Plane is a '71 Cherokee Six, currently has the 5-digit (excluding N) N-number it was born with.

Changing your N-number is kind of a no-brainer. I change mine all the time when I buy them, since I usually re-paint them as well. I would suggest you try saying out loud a bunch to see if it rolls off the tongue easily. Some letter combinations actually go over the air poorly.

You will need to request another airworthiness certificate as well once the registration has been changed. The FAA will send you an updated registration certificate, but you will need your local FSDO or a FAA DAR to issue the replacement airworthiness certificate. It is easy for them to do, but you should expect either a visit from the DAR (and fee), or your time to go to the FSDO after calling and making an appointment.

Excerpted from FAA guidance:

c. Replacement.
(1) Eligibility. The FAA may issue a replacement airworthiness certificate when a certificate is declared lost, has been mutilated, is no longer legible, or contains inaccurate and/or erroneous information; or when the aircraft registration number has changed.
Note: Replacing an airworthiness certificate is an administrative function and does not require a finding of airworthiness.

(2) Procedures for Replacing an Airworthiness Certificate. Follow the procedures in paragraph 2-3 of this order except as follows:
(a) Review Application. FAA Form 8130-6 is not required; a signed statement is acceptable (email should suffice). Inspect the signed statement requesting the replacement certificate to verify it is from the registered owner or the operator and includes the aircraft registration number, make, model, and S/N; and a valid reason for replacing the certificate.

(b) Review FAA Airworthiness Records on File at the Registry. A replacement airworthiness certificate may be issued if all the information from the lost or mutilated certificate can be positively established from the maintenance records, from the remains of the certificate, or from the Registry. If there is insufficient data on which to base issuance of the replacement certificate, including the original operating limitations, do not issue the replacement certificate; advise the applicant to apply for a new airworthiness certificate.

(c) Review Aircraft Records. A complete aircraft records inspection per paragraph 2-3.d of this order is not required. Review records as necessary to verify the applicant’s request is valid and the aircraft is eligible for the requested airworthiness certificate. When replacing an airworthiness certificate because the aircraft registration number has changed, review both the registration and Aeronautical Center Form 8050-64, Assignment of Special Registration Marks, to verify the aircraft is currently registered and to verify the current N-number.

(d) Inspect Aircraft. A complete aircraft inspection per paragraph 2-3.e of this order is not required. Inspect the aircraft as necessary to verify the applicant’s request is valid and the aircraft is eligible for the requested certificate.

(e) Issue Airworthiness Certificate.

I changed them once mostly out of boredom with the factory call and tongue twisting numbers. Didn't roll like a donut. When I went to the FSDO one inspector reviewed my application and records, the plane's records and logs, then when I mentioned Sport Pilot the room got quiet and he left. Soon three returned and sat down to review the process and my eligibility to fly a PA-11. After they determined I was qualified and current and the plane was as well, we had a good visit. Wouldn't bother again.

Gary

dogpilot wrote:Changing your N-number is kind of a no-brainer. I change mine all the time when I buy them, since I usually re-paint them as well. I would suggest you try saying out loud a bunch to see if it rolls off the tongue easily. Some letter combinations actually go over the air poorly.

I've used different permutations of victor zulu, twice now, eightninervictorzulu, and ninereightvictorzulu, and I still like the way it rolls off my tongue. Plus it just sounds really cool.

I've heard some pilots like to get sneaky in where they place their N numbers, like real low down on the vert stab, so the view is pretty much obscured once aloft, by the hor stab. Some try and use a flowy cursive scrip rather then easier to read block letters, again just to make them a bit more difficult to read. You can usually tell by the type of aircraft which have a higher probability of doing this. The ones doing a lot of off airport are the worst offenders. Some have even been called out by the inspector when getting their final inspection after building, and were forced to use an easier to read block script and higher up on the fin. A good vinyl sign guy will know the right stuff and technique to use to get those sticky things off a fabric plane without damage, I'm told.

dogpilot wrote:Changing your N-number is kind of a no-brainer. I change mine all the time when I buy them, since I usually re-paint them as well. I would suggest you try saying out loud a bunch to see if it rolls off the tongue easily. Some letter combinations actually go over the air poorly.

Agreed. I've flown some airplanes that were real tongue twisters. I'd also suggest that you go with a complete 5 digit number, rather than the fairly common 3 digit vanity version, often a number and the owner's initials. The 231 Mooney that I flew for a couple of years for its owner was 3LP, and I can't tell you how many times in a couple hundred hours of flying it that ATC asked "say full call sign". So I'd say "three lima papa".

"No, what's the full call sign?"
"November three lima papa."
"What's the rest of it?"
"That is all of it, November three lima papa."

Flights to Denver and back to Laramie weren't a problem, because I was doing those weekly, and ATC knew the airplane. But get out of the area north of Denver, and it was an annoyance.

Cary

Cary wrote:

dogpilot wrote:Changing your N-number is kind of a no-brainer. I change mine all the time when I buy them, since I usually re-paint them as well. I would suggest you try saying out loud a bunch to see if it rolls off the tongue easily. Some letter combinations actually go over the air poorly.

Agreed. I've flown some airplanes that were real tongue twisters. I'd also suggest that you go with a complete 5 digit number, rather than the fairly common 3 digit vanity version, often a number and the owner's initials. The 231 Mooney that I flew for a couple of years for its owner was 3LP, and I can't tell you how many times in a couple hundred hours of flying it that ATC asked "say full call sign". So I'd say "three lima papa".

"No, what's the full call sign?"
"November three lima papa."
"What's the rest of it?"
"That is all of it, November three lima papa."

Flights to Denver and back to Laramie weren't a problem, because I was doing those weekly, and ATC knew the airplane. But get out of the area north of Denver, and it was an annoyance.

Cary

I’ve flown a plane that ended with 333. There’s another plane of the same type based at the same field that ends with 433 and the most common runway in use is 3.

I occasionally get a call right.