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Ernesto Castro
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SixPapaCharlie
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Is it the Comanche 250? I hope not but I am looking at a 250 in Canada. My insurance guy said it does require all of those things and you have to get an annual and have it inspected by the FSDO.
Sounds a little spendy.
Sounds a little spendy.
SixPapaCharlie
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I don't yet. I bet someone here will chime in but I am working with a couple people (Insurance guy who has imported a plane before and a broker who has done the same) over the next few days I will likely know the process.
Let me know if you learn anything. Trying to figure what I need to factor into my price discussion with the seller.
Let me know if you learn anything. Trying to figure what I need to factor into my price discussion with the seller.
I’ve been involved with the importation of several aircraft. The basic process is generally the same but each individual aircraft needs to be assessed by someone who knows what they’re looking at to help determine how easy or hard an import will be and how much it will end up costing.
In general, you’re going to need to deregister the plane and apply for US registration. The airplane will also need to pass a conformity inspection to insure it conforms with the type certificate so the DAR can issue a standard airworthiness certificate. You may need an export CoA depending on what the airplane is and where it’s been.
Things that will cause trouble are undocumented or unapproved modifications. Every aircraft I’ve helped import with the exception of one Super Cub had mods that required one or more field approvals and some STCs to make it happen. These things can take time and money to make them right. The 172 I’m working on right now that looked to be an easy import showed up with an extended baggage area that will have to be dealt with.
If you’re looking for an airplane to fly right now, do yourself a favor and buy an N registered airplane. It can take months or years to get an aircraft imported. If you’re ok with waiting for a while, there are some interesting aircraft out there.
In general, you’re going to need to deregister the plane and apply for US registration. The airplane will also need to pass a conformity inspection to insure it conforms with the type certificate so the DAR can issue a standard airworthiness certificate. You may need an export CoA depending on what the airplane is and where it’s been.
Things that will cause trouble are undocumented or unapproved modifications. Every aircraft I’ve helped import with the exception of one Super Cub had mods that required one or more field approvals and some STCs to make it happen. These things can take time and money to make them right. The 172 I’m working on right now that looked to be an easy import showed up with an extended baggage area that will have to be dealt with.
If you’re looking for an airplane to fly right now, do yourself a favor and buy an N registered airplane. It can take months or years to get an aircraft imported. If you’re ok with waiting for a while, there are some interesting aircraft out there.
Not enough info to make a specific reply. "N" reg or "C" reg? But if the aircraft is "C" reg and been maintained under the TCCA Owner Maintained Category then the aircraft is not eligible to be imported into the US. Outside of that there is a defined procedure using certain certified/authorized individuals that needs to be followed as mentioned above. But in general, the recommended sequence is to find a US shop that specializes in aircraft import near the Canadian border and have them guide you through the process. And its usually best to comply with the initial review in Canada then fly the aircraft to the US and complete the importation (FAA & CBP) process, de-reg/re-reg process, and AWC process. In my experience, when trying to complete the entire process in Canada and have a problem it can become rather expensive to fix vs in the US. There is no DIY version of this process so at a minimum you will need the services of a DAR and who ever they need in support. With more info maybe able to provide better answers.
An aircraft originally manufactured in the US and then exported should be a little easier to import but everything I wrote still applies.
As Bell206 wrote, this is not a roll your own process and you will need the services of a DAR to complete the project. The easiest way to do this is to find a shop specializes in imports and have them take the lead on the project.
It's usually a DAR-T (airworthiness) vs a DAR-F (manufacturing). But it also depends on what their function codes are as well especially if the aircraft you are looking at was not manufactured in the US. Regardless, the most important issue is that you select a DAR who has import/export experience with the category type of aircraft you wish to import whenever possible. Getting referrals is also another good way to find a DAR than cold calling.
Sure. Keep in mind aircraft import/export is not really considered a "standard" service. But it would be a good start. However, you may want to narrow your search to providers in states along the border. For example, the DARs I assisted were all based in states that were considered points of entry for aircraft. Perhaps go on mooneytalk or something similar and inquire? Networking now usually results in a good match later. Also inquire outside an MSC as by category I meant single piston, multi-piston, rotorcraft, turboprop, etc. vs Mooney, Cessna, etc.
They would possibly know a Mooney better than an average shop/mechanic so it may make the conformity inspection go faster but using an MSC will not get you around having a DAR involved. My choice of a shop would be primarily based on how much import experience they have, not whether they are a service center for the marque. If the shop has done other imports they likely have a DAR they’ve worked with in the past and established a relationship with. In the upper Midwest where I’m at, there are typically only one or two DARs around that do this kind of work anyway, so choices will likely be limited unless the airplane is moved a significant distance to work with someone specific.
Where is the plane in question located?
Changes to the aircraft I recall were Registration Markings and Imp/US gal switch.
As said; working with folks on both sides that have been down the road is great.
I think going to CA could be tougher.
Recent weighing and some Field O/H were frowned on.
DARs I’ve known liked to schedule efficient “Road Trips”; so plan ahead.
They can be scattered and in demand.
Mileage, lodging and fees can add up.
Can be well worth the efforts though.
As said; working with folks on both sides that have been down the road is great.
I think going to CA could be tougher.
Recent weighing and some Field O/H were frowned on.
DARs I’ve known liked to schedule efficient “Road Trips”; so plan ahead.
They can be scattered and in demand.
Mileage, lodging and fees can add up.
Can be well worth the efforts though.
oskrypuch
Pre-Flight
It is the other direction going, but it may provide some insight. Canadians import planes from the US all the time, the market is 100x larger south of the border (10x bigger per capita) I imported my Dakota from the US. At the time I found a dozen Dakotas for sale in the US within a reasonable distance, and worth a look -- in Canada at the time there were only twelve Dakotas, period, and none for sale.
Unless you do this frequently, get a broker involved. They will expedite things enormously, and often get much of their commission paid for by negotiating the price down.
You can get stuck with some unusual issues, as moving a plane across the border brings it into a very harsh inspection light. But, with a certificated, mainstream aircraft, that is unusual, and in any case the process will often leave you with a better result in the end. A broker and a good pre-buy and an export COA will generally steer you clear of the problems.
When I imported my Dakota, the import inspection added perhaps two days of labor and paying for a Queen's inspector (~FSDO) to sign off on it. Plane was clean, in fact it was a fabulous plane, so well worth the extra effort. I elected to overhaul the engine (it was at 2200hr), and the prop needed an overhaul (Cdn required every 10 years), but those were the only major items.
New registration paperwork for sure, but also don't forget that you need to paint new registration numbers. Most Cdn planes have 6" numbers on the tail, so not too difficult to paint them over, and then perhaps decal the side with the larger 12" letters required in the US. But also, many Cdn planes have 22" letters painted on the underside of one wing, that is an ICAO thing.
If you have an equivalent plane at the next airport in the US, obviously go for that one. But if you find something just perfect in Canada, for just a bit more effort, proceeding cautiously, you can have it.
* Orest
Unless you do this frequently, get a broker involved. They will expedite things enormously, and often get much of their commission paid for by negotiating the price down.
You can get stuck with some unusual issues, as moving a plane across the border brings it into a very harsh inspection light. But, with a certificated, mainstream aircraft, that is unusual, and in any case the process will often leave you with a better result in the end. A broker and a good pre-buy and an export COA will generally steer you clear of the problems.
When I imported my Dakota, the import inspection added perhaps two days of labor and paying for a Queen's inspector (~FSDO) to sign off on it. Plane was clean, in fact it was a fabulous plane, so well worth the extra effort. I elected to overhaul the engine (it was at 2200hr), and the prop needed an overhaul (Cdn required every 10 years), but those were the only major items.
New registration paperwork for sure, but also don't forget that you need to paint new registration numbers. Most Cdn planes have 6" numbers on the tail, so not too difficult to paint them over, and then perhaps decal the side with the larger 12" letters required in the US. But also, many Cdn planes have 22" letters painted on the underside of one wing, that is an ICAO thing.
If you have an equivalent plane at the next airport in the US, obviously go for that one. But if you find something just perfect in Canada, for just a bit more effort, proceeding cautiously, you can have it.
* Orest
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NoHeat
Final Approach
AOPA has how-to-do-it articles about importing airplanes into the US.
Maybe this one, for example:
https://finance.aopa.org/resources/2019/may/28/buying-a-foreign-aircraft-and-importing-it
Maybe this one, for example:
https://finance.aopa.org/resources/2019/may/28/buying-a-foreign-aircraft-and-importing-it