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Lionel was such a great help in my search, that I'm complying with his request that I put together a thread on importing an aircraft from the US to Canada.

Given the recent rise in value of the Canadian dollar vs. the US...it makes sense as many airplanes in Canada are now over-valued...without their owners knowing it.

My apologies to my many new American friends who likely don't give a flying fadoo about this thread.

General Info Sites

I'll do a couple of posts at at time...so this time, I'll post some places to get some general information.


COPA. Join Canadian Owners and Pilots Association and read their on-line COPA Guide to Buying an Aircraft. It's copyrighted...so I can't post it here. There is special section that discusses Foreign Aircraft.

Transport Canada Staff Instuction #26. Here's the link - Instruction#26 [http] Don't read this in too much detail 'cause you'll scare yourself. Just know that importing a certified aircraft like a 150 will be much easier than importing a kit aircraft...which makes sense.

try this site Civil aviation [tc.gc.ca]

Great idea for the post. I will be importing my plane later this year, after repairs and re-assembly. I have been involved in imports many years ago but with all the new CARS and Standards I have found it all a bit overwhelming. I have heard good stories and bad. Luckily, in my region, I have a very good relationship with Transport Canada and the TC Delegate who will be doing the actual import paperwork.

One good reference book is "CARS Simplified", by Dave Dueck (Dueck Publishing). His book explains the CARS in plain english and also references the specific sections of the CARS he is explaining. The book is excellent for owners, operators and AME's. With the CARS being constantly changed, that book has helped me many times! I've even heard that TC references it, though I doubt anyone would publicly admit it!:)

How long did the process take with your plane? Any unusual hang-ups?

John

Hi John,

I'm afraid I'm still at the early part of the process as there was an issue with an old lien that the FAA found on the books (the lien was from 1966!!!!).

I got the FAA CD-ROM, and I actually saw the lien on the books. I made the assumption, however, that since the airplane had been auctioned in the '90's...and the bill of sale indicated "Free and Clear"...that the FAA would see it as "free and clear".

Of course, when you assume, you make a, um, "rear-end" out of "u" and "me". Suffice to say, the FAA didn't see it that way, and I had to:

(a) Get a document from the bank to prove the loan was discharged (this took 3 weeks)
(b) Get another document to show prove the bank that sent the first letter had the signing authority to relieve the lien.

So...if I had to do this again, I would pay the $100 for someone to do a title search to get an "FAA perspective" on any "stuff" you can see on the FAA CD-ROM.

I'm already frustrated, and I haven't even flown the damn thing.

I've enlisted the services of AIC Title Service [aictitleservice.com] to help with the decertification process that is going very, very, very slowly.

These folks are great...they got more done in one day than I can do in a month. Within 2 hours, someone from the FAA called ME...and clarified what the heck they need to get this puppy decertified in the states.

The issue isn't getting the loan discharged. With all of the mergers of the mom and pop banks in the US, the problem is "proving" to the FAA that M&T Bank actually has the ability to release loans on some bank the M&T bought in the '70s. The proof must delivered in a very official format...and if it's not...that airplane will be grounded for another month.

Also found out today that I'll need a "new" prop. The prop, which was O/H very recently in the US does not meet the minimums according to Standard 625 from the CARs...as summarized by Reg Scotland below.

A new prop is $3500...surely there must be props out there from parted out 150s that would fit no?


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From Reg Scotland:

Standard 625 from the CARs (Canadian Aviation Regulations)

Fixed Pitch and Ground Adjustable Propellers

At intervals of not more than 5 years, the propeller shall be removed from the aircraft and inspected for corrosion or other defects over its entire surface, including the hub faces and the mounting hole bores. While the propeller is removed, it shall also be checked for correct dimensions. However, if defects which require repairs beyond those recommended as field repairs by the propeller manufacturer are found, the propeller shall be repaired by an organization approved for the overhaul of propellers.

Information Note:
(amended 1998/09/01; no previous version)
The dimensional check requirement does not include a check on blade twist. The dimensional check refers to changes in blade dimension resulting from repairs, particularly cropping of the tips. It is intended to ensure that the blade diameter remains within service limits.

What is wrong with your prop?

The 5 year corrosion inspection is pretty basic, unless the prop has not been removed in a very long time and the aircraft was outside alot. Unless the diameter is out of spec as per the TCDS, in which case you are hooped. Funny though if the prop was just overhauled that there would ba any issues.

I just did the 5 year corrosion inspection on mine and the TC delegate doing the import said that is all that is required for a fixed pitch prop.

If I can help, let me know.

John

I wouldn't think the prop would be out if it was O/H in 2001 and only had 300 hours on it since.

I'm not sure, from a safety perspective, if I should be upset that the import mechanic went to the lengths he did...'cause if the prop "fails"...it's, I'm assuming, done...and I'm into fixing something that may not have needed fixing.

Well, a couple of nice folks checked up on me, as I hadn't visited the forum for a while.

Frankly, I decided not to visit as I find it depressing. I have been waiting 3 months for "paperwork" in order to get the American plane deregistered, and although I am a little closer, I haven't been able to get a straight answer on on how much longer it will take. Without the deregistration, there's not point sinking money into it to proceed with the rest of importation process.

It's insanity - the FAA will simply not deregister my aircraft for until I provide proof in their prescribed format.

Anyway, it's so bad that I've actually forgotton I own an airplane, and I've even stopped "visiting" it.

I've even asked the previous owner if he wants the plane back.

You know, I expected frustrations...but I expected to at least fly the thing ONCE!!!!!