Getting maintenance done in the USA on a commercial aircraft

[Dronepiper]

Hello!

Probably a dumb question, but can you have your primary maintenance facility for a Canadian 703 aircraft be in the US?

I’d imagine your corp have to pay GST and PST on all repairs done in the US?

[photofly]

Under the terms of the USA/Canada bilateral agreement, it should be allowed.

The tax is a non-issue: you would pay the GST on bringing the aircraft back (at 5%) but can claim an input tax credit for the same amount, just like you would do for GST/PST or HST (13%) paid intra-province.

[groncher]

You can have it done. The repair station needs to have a TCCA supplement to their repair station manual to work on commercial aircraft.
There may be some other stipulations. Check out the bi-lateral and the MIP (maintenance implementation procedures)

[Heliian]

Seems like a lot of effort, just the manual writing alone would be painful and costly.

[PitchLink]

Seems like a lot of effort, just the manual writing alone would be painful and costly.

No it’s not, several operators here in Canada have that provision in place (MIP), in fact larger part 145 repair stations accommodate this in most states at most larger airports. The alternative is to get an AME sponsored for an appropriate work visa (L1-B), with your established US subsidiary (minimum one year in operation before an intracompany transfer allowed), or partner with an existing company to sponsor said employee(‘s).

The former is much more cost effective, having said that I know several operators that pressure guys into lying at the border and shipping their tools separately to work on their junk…. There’s a sucker born every day and they know it.

[PitchLink]

You can have it done. The repair station needs to have a TCCA supplement to their repair station manual to work on commercial aircraft.
There may be some other stipulations. Check out the bi-lateral and the MIP (maintenance implementation procedures)

You are correct, they have to have the staff trained on airframe and engine types (TCCA approval number). Depending on type there are lots (Duncan aviation is a big one), in most major airfields.

[PitchLink]

Hello!

Probably a dumb question, but can you have your primary maintenance facility for a Canadian 703 aircraft be in the US?

I’d imagine your corp have to pay GST and PST on all repairs done in the US?

Not a dumb question at all, there are some things to consider primarily the bilateral agreement/ MIP that you’ll need to adhere to. Is most of the flying in the USA or Canada? Do you have an existing US subsidiary in place states side already? Why are you wanting to have the station set up USA side of the border?

[Bug_Stomper_01]

Hello!

Probably a dumb question, but can you have your primary maintenance facility for a Canadian 703 aircraft be in the US?

I’d imagine your corp have to pay GST and PST on all repairs done in the US?

Have a look at the MIP it’s pretty specific and fair. What kinda aircraft we talking here? There’s a ton of support in the states for almost any aircraft type.

[Bug_Stomper_01]

Seems like a lot of effort, just the manual writing alone would be painful and costly.

Lol that’s part of the game, paperwork and effort is the majority of aviation. If a 703 operator’s bottom line is that narrow and is worried about cost of manual revisions they shouldn’t be registered for air taxi work, or in aviation altogether. We run and maintain several aircraft states side (c and n reg’d) it’s really not a big deal.

[Heliian]

If a 703 operator’s bottom line is that narrow and is worried about cost of manual revisions they shouldn’t be registered for air taxi work, or in aviation altogether.

I was under the impression the OP was trying to find a way to make a new operation as cheaply as possible. It's not as simple as writing in the manual "we'll have an american company in the usa do all of our maintenance on c reg aircraft."

[PitchLink]

If a 703 operator’s bottom line is that narrow and is worried about cost of manual revisions they shouldn’t be registered for air taxi work, or in aviation altogether.

I was under the impression the OP was trying to find a way to make a new operation as cheaply as possible. It's not as simple as writing in the manual "we'll have an american company in the usa do all of our maintenance on c reg aircraft."

No it’s not, but it’s not that hard, SEVERAL Canadian operators have this system in place.

[Bug_Stomper_01]

If a 703 operator’s bottom line is that narrow and is worried about cost of manual revisions they shouldn’t be registered for air taxi work, or in aviation altogether.

I was under the impression the OP was trying to find a way to make a new operation as cheaply as possible. It's not as simple as writing in the manual "we'll have an american company in the usa do all of our maintenance on c reg aircraft."

Well I don’t have ESP, I just interpreted the OP at face value. It didn’t mention anything about “cheaply as possible”. We have a MIP in force at a few vendors in the USA, It’s really not a big deal at all, unless reading and interpretation of the aforementioned documents, and actioning within the guidelines is a problem, in that case, cost will go up (pay someone that can). You’ll have to have an agreement from a 145 facility or similar if going third party, if you want to stay internal you have to set up a US base.

OP mentioned having primary maintenance facility for a 703 operator in the USA, and asked if they can do it, the answer is yes.