Working on a C registered aircraft in the states

[PitchLink]

Crickets . Just had another customer try this crap again with a colleague of mine that took a new job.

[PitchLink]

Had another request, I’ll pass

[Bug_Stomper_01]

Had another request, I’ll pass

I think this is becoming a more common trend with machines working south of the border. I wouldn’t do it, not for any amount of money it’s plain wrong.

[Crossthreaded]

Hi all,

I am looking for some information on whether we can go down to the states to fix one of our own aircraft. I have heard that we are not really supposed to go down there to fix our aircraft as you would be taking a job away from an American and this has something to do with the bi-lateral agreement.

We will try to make some calls to see if we can find someone locally that can help. This is usually a dead end as they will most likely not have a MIP (TCCA Supplement), on type training etc. Unless you are lucky to break down in a major hub where there is a Duncan or other large facility. I know that they will send a team or mobile service unit, but usually in my experience it is much cheaper to go myself.

Thoughts?

Requires a work visa, I don’t know of any other loopholes but working in a foreign country regardless of occupation requires a work visa.

[Bug_Stomper_01]

Hi all,

I am looking for some information on whether we can go down to the states to fix one of our own aircraft. I have heard that we are not really supposed to go down there to fix our aircraft as you would be taking a job away from an American and this has something to do with the bi-lateral agreement.

We will try to make some calls to see if we can find someone locally that can help. This is usually a dead end as they will most likely not have a MIP (TCCA Supplement), on type training etc. Unless you are lucky to break down in a major hub where there is a Duncan or other large facility. I know that they will send a team or mobile service unit, but usually in my experience it is much cheaper to go myself.

Thoughts?

Requires a work visa, I don’t know of any other loopholes but working in a foreign country regardless of occupation requires a work visa.

You can get a one off letter of invite from the customer and homeland security will issue a temporary work visa on crossing if it’s a one time thing. But if it’s something that’s scheduled ongoing work you are correct. This “management” company should know this.

[PitchLink]

Hi all,

I am looking for some information on whether we can go down to the states to fix one of our own aircraft. I have heard that we are not really supposed to go down there to fix our aircraft as you would be taking a job away from an American and this has something to do with the bi-lateral agreement.

We will try to make some calls to see if we can find someone locally that can help. This is usually a dead end as they will most likely not have a MIP (TCCA Supplement), on type training etc. Unless you are lucky to break down in a major hub where there is a Duncan or other large facility. I know that they will send a team or mobile service unit, but usually in my experience it is much cheaper to go myself.

Thoughts?

Requires a work visa, I don’t know of any other loopholes but working in a foreign country regardless of occupation requires a work visa.

You can get a one off letter of invite from the customer and homeland security will issue a temporary work visa on crossing if it’s a one time thing. But if it’s something that’s scheduled ongoing work you are correct. This “management” company should know this.

I did that once many many many moons ago. I don’t think you can anymore, homeland security is very strict with me and anyone else crossing the border for work and I’m visa’d up

[Crossthreaded]

Requires a work visa, I don’t know of any other loopholes but working in a foreign country regardless of occupation requires a work visa.

You can get a one off letter of invite from the customer and homeland security will issue a temporary work visa on crossing if it’s a one time thing. But if it’s something that’s scheduled ongoing work you are correct. This “management” company should know this.

I did that once many many many moons ago. I don’t think you can anymore, homeland security is very strict with me and anyone else crossing the border for work and I’m visa’d up

My company tried with me. I was turned away at the border. That was a few years ago now.

[Bug_Stomper_01]

You can get a one off letter of invite from the customer and homeland security will issue a temporary work visa on crossing if it’s a one time thing. But if it’s something that’s scheduled ongoing work you are correct. This “management” company should know this.

I did that once many many many moons ago. I don’t think you can anymore, homeland security is very strict with me and anyone else crossing the border for work and I’m visa’d up

My company tried with me. I was turned away at the border. That was a few years ago now.

How recently? Bout five years ago you could under certain circumstances. But ya everyone knows me at the border now and I am visa’d up. Not something I have recent experience with, homeland security sometimes do turn pressure up on me (which is good they are doing their jobs) even with my work visa and travel history.

[Manuk]

Foreign aircraft may fly in the U.S. if they have an airworthiness certificate equivalent to a U.S. standard airworthiness certificate. Otherwise, they require a Special Flight Authorization ( SFA ) as described in Title 14 CFR 91.715. This may be obtained by applying to FAA .

[Bug_Stomper_01]

Foreign aircraft may fly in the U.S. if they have an airworthiness certificate equivalent to a U.S. standard airworthiness certificate. Otherwise, they require a Special Flight Authorization ( SFA ) as described in Title 14 CFR 91.715. This may be obtained by applying to FAA .

I fail to see what this has to do with maintaining a C registered aircraft on U.S. soil

[PitchLink]

Foreign aircraft may fly in the U.S. if they have an airworthiness certificate equivalent to a U.S. standard airworthiness certificate. Otherwise, they require a Special Flight Authorization ( SFA ) as described in Title 14 CFR 91.715. This may be obtained by applying to FAA .

I fail to see what this has to do with maintaining a C registered aircraft on U.S. soil

I think he misread the post

[Bug_Stomper_01]

Foreign aircraft may fly in the U.S. if they have an airworthiness certificate equivalent to a U.S. standard airworthiness certificate. Otherwise, they require a Special Flight Authorization ( SFA ) as described in Title 14 CFR 91.715. This may be obtained by applying to FAA .

I fail to see what this has to do with maintaining a C registered aircraft on U.S. soil

I think he misread the post

Doesn’t matter, pretty sure I know who this is. Most management companies don’t expose themselves with this risk… and some, well, they live in chaos.

[PitchLink]

Has anyone found anything else that can be done in the OP situation? Just renewed my visa and was told there’s no way around it legally.

[username here]

My thread has actually started some good conversation. I don't come here as often as I used too.

I feel like most people are thinking that I want to live down in the states and work on a C reg aircraft (maybe it has a contract down there of sorts). That's not what I'm getting at. I'm curious if my C reg aircraft flies to an American airport and breaks down. Say I try to find an A&P down there to work on it, but due to MIP TCCA supplement issues (most shops don't care to jump through the hoops to get a MIP), they are unable to release the aircraft and there may not be anyone else in a reasonable distance.

Are there any rules preventing me from jumping on a commercial flight down there and fixing/releasing my own aircraft? I would be truthful with the border agents of course, that's not worth lying to them and risk further issues down the line.

[Bug_Stomper_01]

My thread has actually started some good conversation. I don't come here as often as I used too.

I feel like most people are thinking that I want to live down in the states and work on a C reg aircraft (maybe it has a contract down there of sorts). That's not what I'm getting at. I'm curious if my C reg aircraft flies to an American airport and breaks down. Say I try to find an A&P down there to work on it, but due to MIP TCCA supplement issues (most shops don't care to jump through the hoops to get a MIP), they are unable to release the aircraft and there may not be anyone else in a reasonable distance.

Are there any rules preventing me from jumping on a commercial flight down there and fixing/releasing my own aircraft? I would be truthful with the border agents of course, that's not worth lying to them and risk further issues down the line.

We all read the thread and I don’t think anyone interpreted your original question that way. You CANNOT work on the aircraft but you may release it. That said;

CAR 571.11 (1) Except as provided in subsections (2) and (7), no person other than the holder of an aircraft maintenance engineer (AME) licence issued under Part IV, specifying a rating appropriate to the aeronautical product being maintained, shall sign a maintenance release as required by section 571.10.

(6) If a maintenance release is signed by a person in respect of work performed by another person, the person signing the maintenance release must personally observe the work to the extent necessary to ensure that it is performed in accordance with the requirements of any applicable standards of airworthiness and, specifically, the requirements of sections 571.02 and 571.10.

Ergo, you can have a local AME do the work or someone similarly skilled under your DIRECT supervision. The visas issued at the border are generally B1-B2 which only allows you to be on American soil in a business capacity.

What kind of aircraft we talking about here anyways? Why is it such a struggle to find someone with experience on a corporate aircraft?

[Bug_Stomper_01]

My thread has actually started some good conversation. I don't come here as often as I used too.

I feel like most people are thinking that I want to live down in the states and work on a C reg aircraft (maybe it has a contract down there of sorts). That's not what I'm getting at. I'm curious if my C reg aircraft flies to an American airport and breaks down. Say I try to find an A&P down there to work on it, but due to MIP TCCA supplement issues (most shops don't care to jump through the hoops to get a MIP), they are unable to release the aircraft and there may not be anyone else in a reasonable distance.

Are there any rules preventing me from jumping on a commercial flight down there and fixing/releasing my own aircraft? I would be truthful with the border agents of course, that's not worth lying to them and risk further issues down the line.

PS

You can’t just swoop in and sign off the work without being there for the entirety of the maintenance, that’s another thing people think they can do while the cars and standards are pretty cut and dry on the subject under CAR 571.11(6).

[username here]

My thread has actually started some good conversation. I don't come here as often as I used too.

I feel like most people are thinking that I want to live down in the states and work on a C reg aircraft (maybe it has a contract down there of sorts). That's not what I'm getting at. I'm curious if my C reg aircraft flies to an American airport and breaks down. Say I try to find an A&P down there to work on it, but due to MIP TCCA supplement issues (most shops don't care to jump through the hoops to get a MIP), they are unable to release the aircraft and there may not be anyone else in a reasonable distance.

Are there any rules preventing me from jumping on a commercial flight down there and fixing/releasing my own aircraft? I would be truthful with the border agents of course, that's not worth lying to them and risk further issues down the line.

PS

You can’t just swoop in and sign off the work without being there for the entirety of the maintenance, that’s another thing people think they can do while the cars and standards are pretty cut and dry on the subject under CAR 571.11(6).

Thank you, that's what I was thinking and what we have done in the past. It's not a current issue, more so a long standing question. And yes I agree you need to witness the entirety of the work to properly release it.

[Bug_Stomper_01]

My thread has actually started some good conversation. I don't come here as often as I used too.

I feel like most people are thinking that I want to live down in the states and work on a C reg aircraft (maybe it has a contract down there of sorts). That's not what I'm getting at. I'm curious if my C reg aircraft flies to an American airport and breaks down. Say I try to find an A&P down there to work on it, but due to MIP TCCA supplement issues (most shops don't care to jump through the hoops to get a MIP), they are unable to release the aircraft and there may not be anyone else in a reasonable distance.

Are there any rules preventing me from jumping on a commercial flight down there and fixing/releasing my own aircraft? I would be truthful with the border agents of course, that's not worth lying to them and risk further issues down the line.

PS

You can’t just swoop in and sign off the work without being there for the entirety of the maintenance, that’s another thing people think they can do while the cars and standards are pretty cut and dry on the subject under CAR 571.11(6).

Thank you, that's what I was thinking and what we have done in the past. It's not a current issue, more so a long standing question. And yes I agree you need to witness the entirety of the work to properly release it.

I’m glad you acknowledge that, it’s not something to take lightly with yourself or anyone else.

[PitchLink]

My thread has actually started some good conversation. I don't come here as often as I used too.

I feel like most people are thinking that I want to live down in the states and work on a C reg aircraft (maybe it has a contract down there of sorts). That's not what I'm getting at. I'm curious if my C reg aircraft flies to an American airport and breaks down. Say I try to find an A&P down there to work on it, but due to MIP TCCA supplement issues (most shops don't care to jump through the hoops to get a MIP), they are unable to release the aircraft and there may not be anyone else in a reasonable distance.

Are there any rules preventing me from jumping on a commercial flight down there and fixing/releasing my own aircraft? I would be truthful with the border agents of course, that's not worth lying to them and risk further issues down the line.

Your question was simple enough, you can’t legally work in the states without a visa, that’s the short and sweet of it. You mentioned earlier in this thread you travelled down with your pelican case and tools several times. Were they with you or did you ship them separately?
What did you end up doing for the duration of this mystery aircraft’s work in the states?

[PitchLink]

My thread has actually started some good conversation. I don't come here as often as I used too.

I feel like most people are thinking that I want to live down in the states and work on a C reg aircraft (maybe it has a contract down there of sorts). That's not what I'm getting at. I'm curious if my C reg aircraft flies to an American airport and breaks down. Say I try to find an A&P down there to work on it, but due to MIP TCCA supplement issues (most shops don't care to jump through the hoops to get a MIP), they are unable to release the aircraft and there may not be anyone else in a reasonable distance.

Are there any rules preventing me from jumping on a commercial flight down there and fixing/releasing my own aircraft? I would be truthful with the border agents of course, that's not worth lying to them and risk further issues down the line.

We all read the thread and I don’t think anyone interpreted your original question that way. You CANNOT work on the aircraft but you may release it. That said;

CAR 571.11 (1) Except as provided in subsections (2) and (7), no person other than the holder of an aircraft maintenance engineer (AME) licence issued under Part IV, specifying a rating appropriate to the aeronautical product being maintained, shall sign a maintenance release as required by section 571.10.

(6) If a maintenance release is signed by a person in respect of work performed by another person, the person signing the maintenance release must personally observe the work to the extent necessary to ensure that it is performed in accordance with the requirements of any applicable standards of airworthiness and, specifically, the requirements of sections 571.02 and 571.10.

Ergo, you can have a local AME do the work or someone similarly skilled under your DIRECT supervision. The visas issued at the border are generally B1-B2 which only allows you to be on American soil in a business capacity.

What kind of aircraft we talking about here anyways? Why is it such a struggle to find someone with experience on a corporate aircraft?

+1 and I agree there’s a ton of support states side, this came down to saving penny’s I’m sure. This topic really gets under my skin it’s just so stupid!

[PitchLink]

I wonder what kind of aircraft the OP had that they needed to go down themselves? Rare bird?

[PitchLink]

My thread has actually started some good conversation. I don't come here as often as I used too.

I feel like most people are thinking that I want to live down in the states and work on a C reg aircraft (maybe it has a contract down there of sorts). That's not what I'm getting at. I'm curious if my C reg aircraft flies to an American airport and breaks down. Say I try to find an A&P down there to work on it, but due to MIP TCCA supplement issues (most shops don't care to jump through the hoops to get a MIP), they are unable to release the aircraft and there may not be anyone else in a reasonable distance.

Are there any rules preventing me from jumping on a commercial flight down there and fixing/releasing my own aircraft? I would be truthful with the border agents of course, that's not worth lying to them and risk further issues down the line.

PS

You can’t just swoop in and sign off the work without being there for the entirety of the maintenance, that’s another thing people think they can do while the cars and standards are pretty cut and dry on the subject under CAR 571.11(6).

Thank you, that's what I was thinking and what we have done in the past. It's not a current issue, more so a long standing question. And yes I agree you need to witness the entirety of the work to properly release it.

What kind of aircraft is this?