At least in a decade or so our skies will be less troubled by the plague of G-xxII callsigns that cluster around aerobatic competitions ever since the display community worked out your could get the whole registration on to the fin of a Pitts or other small types if you included lots of “I”s, thus enabling you to flog the rest of the fuselage to your sponsor. Amusing when there were one or two of them, but not a barrel of laughs when you have multiple aircraft describing themselves as “Golf-India-India” and have to work out which is which, doing what and where. 🙂

If it can reasonably be claimed to be a genuine ex-mil aeroplane it should be eligible for a Permit, it’s only the self-evident new builds that are problematical in the UK. The move to rid the UK of resident N-reg aeroplanes is really only just getting going, it is a DfT initiative which is being very firmly resisted by AOPA et al.
However, they will find it harder to get rid of aircraft registered to other EASA states (I hope).
http://forums.flyer.co.uk/viewtopic.php?t=17410 if these matters interest you.

Good news that yours are full feathering – must have been that the ones Eric Brown was flying on were cobbled together from single-engined fighter props, as a stop-gap for deck landing trials.

Let me qualify my rather sweeping comment. Yes, if you are fast, light and happy over occupied France and your Merlin puts a rod through the block, you have a lot more options in a Mossie than in a Spitfire or P-51D.
But you wouldn’t have those options for long if it wouldn’t feather the prop. It’s not just a matter of the drag of an unfeathered prop, which is bad enough, it is the unfeathered prop will keep rotating on a failed, non-lubricated engine, and this is quite likely to cause a major further failure through overheating of failed bearings, fire or a sudden seizure ripping the whole engine out of the wing.

With a feathering prop the Mosquito is of course capable of a fair performance on one engine PROVIDING the pilot has enough speed (or height he can trade for speed) at the point of failure, AND the weight is OK. It is one thing to demonstrate single engined aerobatics in daytime at low level, starting with all the speed in the world in an unloaded aeroplane, and another thing to lose an engine as you try to pull the gear up with full tanks and a cookie on board, especially with the Mossie’s rather underpowered hydraulics straining to try to get the gear up so you can accelerate to single-engine safety speed. A lot of people were killed in asymmetric training on Mosquitoes, and it is worth reading David Ogilvy’s account of flying the type, also Neil Williams’ account of just a partial engine cut in a Mossie with no bombs on board some time, it is harrowing reading. None of this is intended to denigrate the memory of a tremendously useful combat aeroplane, and if fighting a war I would value the Mosquito’s performance over the engine-out risk any day, but there are good reasons why the Mosquito would not be certifiable today, at least not without a much better hydraulic system and a MUCH bigger fin and rudder!