Fred, On the norm,, inspection procedures are the same,, except during an import inspection. For the airplane to get a C of A in Canada, it does have to meet a higher standard then is met in the US. For example,,, on mine after many inspections in the US,, including the last being an export inspection, done by a DAE "this should pick up all problems, and not done by just any mechanic". Anyways, when it arrived here in Canada, prop came off to confirm serial #, would you beleive it had the wrong serial number as compared to the logs. Of course, the spinner had to come off for this,, and the inside of the spinner was worn a bit from the front spinner plate,, so now had to get new spinner. "My ame did say if it wasn't for the import inspection the spinner would've been fine". Next,, "and I made sure before hand it met the criteria in advance", Transport Canada, typically does not accept a field overhaul of an engine,, sometimes they will wave this but you have to go through many hoops. My Garmin GNC 300 XL, IFR approved GPS in the US,, isn't approved for IFR in canada, in other words,, everything check to insure accuracy,, Instruments pulled, checked for serial number, had to match logs,, next,, "This wasn't my mechanic,, but the aviation inspector thought there was a discrepancy on the W&B,, had just been done in the US, 9 months ago,, had to redo,, lost 25 IBS usefull load,, and the list goes on,, including having to put a sticker on the door handle that says "lift or something like that to open door". Given all that, would I do it again,, yes, I had a fairly good idea what my final cost was,, but the whole thing did add extra costs that typically some may not realize.
PS, IF ANYONE IN CANADA< does have the 300 installed and approved for IFR, please respond indicating so,, I'd love to talk to them about it,,,
