How to Successfully Import a Private Jet

When it comes to business aircraft, at a basic level it’s important to realize that there are two import processes to consider, says Steve Rothanzl, International Trade Compliance Officer at Duncan Aviation. One is through US Customs and the other through the FAA. 

“Something else that can get lost in all the excitement is which airport you’ll bring the aircraft into the country through,” he adds. For example, some airports could be ‘user fee’ airports, meaning you must schedule and pay for a US Customs and Border Protection (CBP) officer to meet you there as they are not staffed with normal hours.

This serves as just one example of the importance of seeking expert advice. “Having someone that is familiar with the different ports of entry and their capabilities can mitigate many headaches and wasted time processing the entry,” Rothanzl adds.

Tim Barber, EMEA Aircraft Sales and Acquisitions Specialist at Duncan Aviation, says that it’s vital to consider the presence of supplemental type certificates (STCs) whether you’re importing or exporting, as some of these won’t be recognized by the receiving registry. There will sometimes be additional work required to align the aircraft to the local requirements.

Similarly, service bulletins (SBs) and airworthiness directives (ADs) might vary, so again buyers importing an aircraft should check to ensure the requisite modifications have been carried out.

Does the Airplane Meet US Airworthiness Certificate Standards?

If you’re importing an aircraft into the US, you must deregister the platform in its current country of registration and then apply for registration in the US through the FAA, notes James E. Cooling, Managing Director of Cooling & Herbers, a specialist aviation law firm.

However, it isn’t enough to simply get a US registration as you, you also need to obtain a US Airworthiness Certificate.

“The problem is, when you have a foreign-registered airplane, it may have equipment on it that has not been certified in the United States,” he highlights. “And the US DAR [Designated Airworthiness Representative] will not certify an airplane that has not met all FAA requirements.”

Cooling’s firm once worked with a client to acquire a Gulfstream that had already received around $1m worth of modifications to meet certification requirements in the UK.

The client wanted to buy this UK-registered aircraft and import it into the US. However, “in order to get [it] certified in the US, the client had to remove the million dollars of improvements because they didn’t meet US certification requirements.”

Such examples underscore the importance of having a DAR who is knowledgeable in international transactions to inspect the records, look at the airplane, and do as much as possible to determine whether the airplane meets US Airworthiness Certificate Standards before closing on the acquisition and applying for the airworthiness certificate.

The ‘gold standard’, Cooling says, is to have a DAR write a letter for the buyer confirming that they have inspected the airplane and that it is in the condition acceptable for immediate issuance of a US airworthiness certificate after US registration, though he notes that “it’s hard to get DARs to do that”.

Have you Weighed the Costs of Aircraft Import?

The location for delivery or change of ownership is also an important consideration, according to Doug Roth, Aircraft Sales and Acquisitions Representative at Duncan Aviation.

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