I don't think you understand what deregistering means. If a plane is removed from the DGCA's register, it means it can no longer be used by any Indian airline, and is the precursor to removing it from the country or scrapping it. There's no point in deregistering a plane that is going to be used by another Indian airline - it can remain on the register with just a change of operator being recorded, so the 56 deregistered planes unrave refers to aren't going to Vistara, Spicejet, or Air Asia India. Any ex-Jet planes they get come from the planes that haven't been deregistered yet.
It is possible that some deregistered planes that are still physically parked at Indian airports might be re-registered with DGCA - but since the owners will have paid to have them de-registered and then paid again to have them re-registered, it is unlikely. Several posters have recorded specific planes from the 56 being flown out of India, and where they are now.
I thought in India aircraft are deregistered, flown to the leasing nation, flown back to receive a new registration. For the Jet fiasco, DGCA made noise about waiving the flight out and back.
So I believe these 56 can be reallocated to Indian airlines. Rules are being suspended.
Is there a link to 40 by SpiceJet? That is higher than the sources I find.
I stand corrected, then. Apologies to all.
But why is it necessary to deregister a plane, register it in some other country, fly it there, fly it back to India again, and re-register it? Does the DGCA really have no procedure at all for changing the operator associated with a registration? Or does the act of flying it away remove some financial penalty?
And surely once a 737NG gets to (say) Ireland, there's nothing to stop the leasing company leasing it out or selling it to to one of the many airlines worldwide who are looking for 738s either for their own sake or as substitutes for grounded MAX8s. Probably in countries that apply the Capetown procedures quickly and in full so the lessors don't get caught in the red tape again.
De-registering / re-registering is very important, especially in respect to leasing (one attraction of which is tax effectiveness), as it signifies the end and start of an ownership / operation phase. It also has customs and duty implications.
Failure to go through this process can not only extinguish the tax benefits accrued, but actually trigger their retrospective loss. When a lease or finance is the subject of a default, it ensures the aircraft won't be seized in relation to prior debts (for example fuel and/or airport fees related to the specific aircraft).
In the good old days, the de-register / re-register process required the aircraft to physically return to the country of beneficial ownership. Later, if aircraft range and crew hours permitted, they performed a touch and go, and even more recently, could overfly. Providing both countries involved agree, there is no longer a requirement for physical return and departure.
As aviation fuel use and emissions comes under greater scrutiny, the UN is lobbying for all countries to remove the requirement for physical return. Post-CORSIA, the flight is likely to be classified as non-revenue / discretionary, attracting carbon penalties in respect to countries over flown (return to owner), arrival/departure, countries over flown and final arrival (new owner/new lessee).