The San Marino Aircraft Registry issues T7- marks under the Republic's own Civil Aviation Regulations. We establish which rule set your aircraft falls under, prepare and file the registry's forms, and keep the registration and airworthiness documents current afterwards.
Before Anything Else
San Marino regulates by how the aircraft is operated, not only by what it is. The category decides which forms you file, which approvals you need and which airworthiness declarations apply — so it is the first thing we settle, before any paperwork is drafted.
Non-commercial aeroplane operations. Registration, airworthiness and flight-operations approvals are filed on the registry's general-aviation forms, including its own instruments and equipment compliance statement.
The same path for rotary aircraft, with a maintenance control manual compliance declaration and an equipment compliance statement of its own.
Commercial air transport adds an Air Operator Certificate and an Air Operating Licence on top of registration, each with a formal application and a nomination of management personnel.
The rotary equivalent of CAR OPS 1, with the same certificate-and-licence structure above the aircraft's own registration file.
How It Works
These are the stages our registration files actually move through. Nothing is filed before the engagement is signed and the intake is complete.
You tell us the aircraft — make, model, serial, current registration — who owns it, and how it will be operated. That is enough to say whether San Marino is the right registry for it.
We establish the category the aircraft falls under, the owning structure to be shown to the registry, and whether the file needs a domiciled representative, which the registry provides for on its own application form.
You get a written proposal and engagement letter setting out our fee and the third-party and registry costs that are passed through. This is stage three of eight: nothing is drafted or filed before it is signed.
Identity documents for each beneficial owner, the source of funds, and screening of every party against the OFAC SDN and UN Consolidated sanctions lists. The registry has its own Ultimate Beneficial Owner declaration, which is completed as part of the same intake.
The application for the Certificate of Registration, the statement attesting the validity of the title, the declaration of property, the ICAO Mode-S code application, and — where the aircraft is leased — the registration of the leasing agreement with declarations from the transaction parties.
Application for the issue of the C of A, the maintenance programme declaration for CAA acceptance, the airworthiness review declaration, the 406 MHz ELT registration and the instruments and equipment compliance statement for the applicable rule set.
The registry issues the certificate and the aircraft carries its T7- mark. We hold the complete file — applications, declarations, certificates and correspondence — as the record of what was filed and when.
C of A renewal on the term the aircraft qualifies for, changes of aircraft details, replacement documents, and at the end of the aircraft's time on the registry, de-registration and an export Certificate of Airworthiness.
Two Things Owners Ask
The registry maintains its own mortgage register under CAR IDERA: a mortgage can be registered, amended and cancelled, a priority notice can be entered, and a mortgage search can be run before you buy. If your aircraft is financed, your lender will ask how its interest is recorded on this registry, and there is an answer.
Which flight-time limits apply to a crew depends on where the aircraft is registered. San Marino's CAR-OPS flight-time limitation scheme follows the same subpart-FTL structure as the EASA tables, and our scheduling system applies the San Marino rules to a T7- aircraft automatically, from its registration mark.
The registry publishes its current forms itself, and issue numbers change. We always work from the live versions at smar.aero rather than a stored copy.
Gaps
Some facts about this service sit in PassionJet's own records rather than in the regulations, and we would rather leave a visible gap than publish a plausible sentence nobody has checked. Ask us any of these and we will answer in writing before you engage us.
Tell us the aircraft, the owning structure and how you intend to operate it. We will tell you which rule set it falls under and what registering it actually involves.
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