Purchasing a Canadian Aircraft and Customs

[Warbirdy]

I am purchasing a Piper Twin located in Canada. This is my first international transaction and would like some insight on the typical customs process and procedures for bringing the Canadian registered aircraft to the US.

Both the owner and I are unsure of the the proper way to cross the border. The recommendation I received from AOPA suggested the owner fly the aircraft to Buffalo as a “tourist.” The owner attended a COPA webinar and they suggested using a customs broker, paying taxes and tariffs at the border, etc. Is there a standard way to repatriate a US-built aircraft? I do not have a Canadian license validation, so we were hoping the owner would be willing to fly the aircraft to Buffalo. The other option is a ferry pilot. We bought the customs decal and have an escrow company assisting us with the sale portion.

I have a DAR assisting me once the aircraft arrives at its new home. Any assistance on this process would be greatly appreciated.

 

[pfarber]

The only real red flag is if the plane was 'owner maintained'. IF it was you NEVER get an airworthiness certificate from the FAA unless you get a DAR to go over the entire plane and sign off that it conforms to its TCDS... which will end up costing more than the airplane as they will go over it rivet by rivet, then comply with ADs.

Other than that just hire a broker and a ferry pilot. Pick up plane after it clears customs. One paperwork screw up and not your paying way more than you should have.

 

[Bell206]

Is there a standard way to repatriate a US-built aircraft?

There are several previous threads on PoA on this topic that should give you a better understanding on the process. But to get you going, in general, the customs side is usually straight forward with an aircraft that originated in the US which tend to not require any customs duties paid. And since you already have an DAR involved they should be able to direct you on all the TCCA/FAA requirements to get your new airworthiness and registration certificates for the aircraft. However, I usually recommend that the DAR is fully satisfied with the aircraft configuration and records trail prior to moving the aircraft south of the border. Best of luck.

IF it was you NEVER get an airworthiness certificate from the FAA unless you get a DAR to go over the entire plane and sign off that it conforms to its TCDS

One, there are no Piper twins on the Appendix H TCCA Owner Maintenance Listing. So that point is moot. Second, if the aircraft type is listed in Appendix H and the specific aircraft has been maintained and marked accordingly, it is ineligible for import into the US. TCCA O-M aircraft are even prohibited from flying in US airspace.

 

[Warbirdy]

There are several previous threads on PoA on this topic that should give you a better understanding on the process. But to get you going, in general, the customs side is usually straight forward with an aircraft that originated in the US which tend to not require any customs duties paid. And since you already have an DAR involved they should be able to direct you on all the TCCA/FAA requirements to get your new airworthiness and registration certificates for the aircraft. However, I usually recommend that the DAR is fully satisfied with the aircraft configuration and records trail prior to moving the aircraft south of the border. Best of luck.


One, there are no Piper twins on the Appendix H TCCA Owner Maintenance Listing. So that point is moot. Second, if the aircraft type is listed in Appendix H and the specific aircraft has been maintained and marked accordingly, it is ineligible for import into the US. TCCA O-M aircraft are even prohibited from flying in US airspace.

Thanks for the reply. The owner and I have both been researching the previous threads. He will be flying the aircraft across the border. I will fly from Buffalo to its new home for inspection.

My DAR is happy with the current state of the aircraft and its documentation.

I believe our biggest source of confusion comes from whether or not a customs broker is necessary. The second problem is having insurance for the flight home from Buffalo. My insurance agent can’t grant a policy with the Canadian registration. Is it possible to become named insured on the owner’s policy? Is there a Canadian insurance company that covers flights like this?

 

[Bell206]

I believe our biggest source of confusion comes from whether or not a customs broker is necessary.

Technically, if the aircraft originally came from the US, you only need a CBP Entry Form and Bill of Sale. At least that was how it was several years ago. Perhaps call the CBP office where you plan to make entry at and inquire with them? If it seems a bit complex maybe ask CBP for several broker contacts?

The second problem is having insurance for the flight home from Buffalo.

Any reason the current owner can't complete the flight to your home base under his insurance? Or possibly get it de-registered/ re-registered in Buffalo and have your DAR issue a Ferry Permit from Buffalo to your location under your own policy?

 

[Warbirdy]

Technically, if the aircraft originally came from the US, you only need a CBP Entry Form and Bill of Sale. At least that was how it was several years ago. Perhaps call the CBP office where you plan to make entry at and inquire with them? If it seems a bit complex maybe ask CBP for several broker contacts?


Any reason the current owner can't complete the flight to your home base under his insurance? Or possibly get it de-registered/ re-registered in Buffalo and have your DAR issue a Ferry Permit from Buffalo to your location under your own policy?

We believe that the only documents needed are indeed the CBP entry form and a bill of sale. If it’s the 7501 form, a customs broker I contacted said that they must fill out that form. I got the same response from calling CBP in Buffalo. I am also looking at the CBP 3461. I am ultimately trying to avoid the use of a broker.

The owner is not comfortable flying in the US, but has been to Buffalo before so he has agreed to that. We did consider doing the special flight permit route. My DAR has a contact (another DAR) in that area that would assist us. It seems like that may be the only way to do it to fly back insured.

 

[Mikey52]

Meet him in buffalo and fly with him to your base. Or hire a pilot to fly with him. But his insurance may not be valid in US.

 

[Bell206]

I got the same response from calling CBP in Buffalo.

I never messed with the customs side much mainly assisted DARs. But Form 7501 sounds more familiar over your other number. Regardless, one thing I can tell you is that CBP offices are a lot like FSDOs, each one has their own way of doing things. So if the Buffalo office stated a broker must sign the 7501 then I would tend to follow that advice.