November 01, 2010
We’ve had a number of enquiries from AOPA members looking for advice on importing aeroplanes into Australia from the United States. Board member, Andrew Andersen has brought two in – one in a container, and another ferried new from the factory. Here’s his list of things you need to know.
Bringing an aeroplane into Australia can be hard or relatively straightforward. It depends on how much preparation you’ve done.
Paper work
If you get all the mountain of paperwork sorted before leaving the US, you are unlikely to have too many problems. But it’s a big mountain. You’ll need a US Bill of Sale, any applicable state sales tax paid (usually exempt if promptly exported), weight & balance, FAA Certificate of Export Airworthiness, current flight manual and an Australian registration mark reserved. None of these items are optional; they must all be right. Every item not correct or omitted will add months to receiving a Certificate of Airworthiness when you get here. Pay close attention to log-books, aircraft history and liens. US AOPA can offer services for the last two. Beware that US aircraft log books are not the same as ours and need to be examined in detail to determine Service Bulletin and Airworthiness Directive compliance.
Airworthiness Directives
Do a full search of manufacturers service bulletins and FAA and CASA airworthiness directives, so that you can confidently and unambiguously say that for each: - the SB was not mandatory and not required (although many are highly desirable anyway; for example an SB about battery box security); or - the AD was not applicable by serial number, manufacturing date or other verifiable data; or - the AD originated in the USA and has been completed – if not, get completed and written up before leaving the USA; and/or - it is an “unique” Australian AD – check carefully it has not been rescinded. Consider the cost and effort to comply on arrival (especially if it related to life limits).
Type Certificates
Review anything STC’d in the aeroplane (even if manufacturer installed) and be sure the STC has been complied with in full (for example, a stand-by vacuum system might require a second low vacuum warning annunciator but it was omitted on installation because the A&P considered the existing annunciator panel covered it (wrong!). Make sure that any applicable flight manual supplement is present. Be absolutely certain that installation of the system or device covered by the STC is permitted (in print) by aircraft model and serial number. If it is not, expect fruit less arguments and either the removal of the device or worse.
Anything not covered by an STC, no matter how simple – for example a 110V engine block heater, (for use in freezing weather) needs to be removed since it will cost more to do so here. Make sure any removals are updated on the weight and balance and that it is up to date.
GST
You will need to be prepared to declare the aircraft to customs and pay GST on the imported value (generally purchase plus export readiness plus freight costs). If it is coming in a container, you need a competent customs agent to clear it for you.
Unnecessary Equipment
Equipment not applicable to Australian operations such as Loran-C,
WxWorx, KDR 510, KAC 503, GDL 30, GDL 49, GDL 69 etc should be removed
first, since they can’t work here. Same goes for any UAT ADS-B equipment,
such as the GDL-90. US Mode S TIS will also not work here.
Questions
The owner, or an experienced LAME/Aeronautical Engineer acting on your behalf needs to be prepared to answer really stupid questions, such as whether placards have been installed in the aircraft lavatories and whether the power converters are rated for service at 30,000 feet. (No kidding, I had both of these from the CAA in relation to a Piper Archer in 1988). Most of this stupidity seems to have been eliminated since airworthiness certificates issued by industry delegates, rather than by the regulator itself, were introduced around 1989.
Bugs in the System
Be prepared for normal import requirements on anything big and used - quarantine insecticide spraying, customs inspections, local trucking/delivery, storage, and similar costs. If being disassembled and shipped by container, pay very close attention to the manner and practices used in disassembly prior to export. Wing spar bolts, even for a Cherokee, are expensive and must be replaced unless in perfect condition when received for reassembly. Any parts damaged in the container during shipping or removal will also need to be repaired. Insurance is essential. Make sure the aircraft is not left outside disassembled and that container water leaks etc cannot damage it. Make sure it is clear who will deliver the aircraft to the point of disassembly and onwards shipping and how, by whom and whether and how they are insured. This is a fine time to get new tyres, windshields, interior, antennas, repainting, etc – in the USA before it leaves.
Delays
If there is likely to be any significant delay in transport, the
engine(s) should be preserved using the correct preservative lubricants in
accordance with the engine manufacturer’s recommendations. This
will seem like overkill until you find the engine needs a top overhaul within 18
months of arrival because of corroded cam lobes or similar caused by extended time
without being run. A much better idea is to get a new engine in the US and
ship it properly preserved either installed or separately crated. If the
former, make sure it has been properly preserved.
Avionics
Unless you fly it yourself in the US, you won’t know which avionics work and which do not. Even so-called professional test/ferry pilots are apparently incapable of detecting problems with a GPS, navaids, autopilot coupler or audio panel. You should be prepared to spend money after the aircraft arrives for these items to be rectified.
I would have a TSO C146 GPS installed before leaving the US since it will need one here eventually anyway if you plan to fly IFR. I suggest also you seriously think about springing for a Mode S 1090ES ADS-B-capable transponder (GTX33ES, GTX330ES, Trig TT21,22,31).
A Honeywell KT 73 would work
but CAO 20.18 will prevent its use with KLN 94, the only approved data
source, after 2012. (UAT is worthless here). We do not have GPS WAAS APV
approaches in Australia, no matter what US sales people or the previous
owner says.
Find out what subscriptions are needed for avionics databases
and how many (if it has duplicated Garmin 530W/430W for example, database
subscriptions, not one, are needed).
Be sure that a Pacific/Australia database card(s) is part of the deal if necessary. If installing or fitted with a 406MHz ELT, make sure it is clear with what, and by whom, it will be reprogrammed with Australian country code and 24bit airframe address. If it is a type of ELT which is hardwired to send a morse P at the start of each transmission (as some in the US are), seek confirming advice from the manufacturer.
Have all avionics checked and where applicable, have modification, firmware and/or software revisions updated to the latest versions before departing. Ensure that the flight manual/POH is specific to the aircraft (not an “information manual”), contains current data and all flight manual supplements are there. The Australian avionics industry seems to find this hard to do without charging ridiculous and unjustified costs for CAR 35 approvals which may not even be needed.
Be prepared for inbuilt problems that do not arise in the US but do so here. For example, DME and transponder installations can interfere unless a suppression input from the DME to the transponder is fitted; but US radar heads are so close together that the weakened transponder has probably gone unnoticed and the suppression line connection was never made. You won’t know until you start flying it here and ATC complains the transponder has dropped out, all the while it is showing replies in the aircraft.
Pre-purchase
Get good advice about things to check for the type of aircraft being purchased; a pre-purchase inspection (of a used aircraft) by a reputable and independent US A&P IA is a must – be prepared to pay for it, perhaps combine it with a periodic inspection. There are useful guides published in the US by US AOPA, Aviation Consumer, Bonanza Society and other type/owners clubs, TAB Books, and others for information about specific types. Be especially wary of corrosion in Florida, South Texas and California based aircraft. Wherever possible, buy an aircraft which was factory corrosion proofed. Pay attention to things like magneto 500 hr inspections, alternator & vac pump age, current and historical cylinder compressions, historic oil analysis (SOAP) results and whatever other hard data exists about the aeroplane.
Ferry Costs
If the aircraft is to be ferried, be prepared for argy-bargy about ferry
insurance costs, responsibility for landing/enroute charges at places like
Fiji, engine (especially valve) problems after arrival, delays due to
winds/weather, ferry tank/HF radio interior and air vent marks/damage, etc.
Quality of insurance for ferry cover is paramount.
Money, Money, Money
Be prepared for significant costs on arrival: GST, customs clearance, local freight, reassembly, hangarage/storage costs, rectifications, replacement of unairworthy parts in assembly, reweigh, gyro recalibration, repaint or touch-up, registration marking/painting, flight manual, new log books, airport parking, insurance, training/endorsement, AD/INST 9, RAD 43/47 etc. And finally, the golden rule for importing an aeroplane into Australia: “Whatever you have budgeted for expenses after arrival, double it.
Phew! Hard work but it can be worth it if you do your homework.
Don’t Forget!
AOPA is not responsible for, and cannot cover every eventuality, which might arise and, while prepared to share some of our members’ experience, AOPA can only provide general guidance and not advice. You should not rely on this information but seek independent professional advice from a qualified person.
