Export C of A

[High Flyin]

My aircraft has finally arrived in Canada. It came complete with an export C of A. After talking to an AME it sounds like an export C of A means that the aircraft has been certified airworthy in Canada. He said that because there’s an export C of A the aircraft might not even have to be inspected and when I fill out the airworthiness papers I just attach a photocopy of the export C of A and that’s proof enough. Can anyone confirm or point me to the right forms/office? Much appreciated.

[Strega]

The export c of a is about as usefull as used TP..
you will still have to do all relevant Canadian inspections.

[cgzro]

Where an export C of A is probably useful is for a plane that is basically unmodified as it came from the factory and that has just had an annual in the US since it saves you doing a full annual again. The US annual day/month then becomes your next annual day/month in Canada. If on paper there are no issues (har har har) the plane should not need to be disassembled in Canada. If however there are paper problems then the value of the export C of A is less useful. A good look at the paper work prior to import should give you an idea if its worth doing the export C of A thing.

My aircraft came in with an Export C of A and was not disassembled on import except to install an ELT and a transponder, lots of paper was however checked to ensure AD compliance, prop overhaul times yada yada and the tiny little US logs got turned into those great big Canadian tech logs

Peter

[High Flyin]

So do I have to call maintenance and manufacturing and see what they say?

[Hedley]

You need to learn what MSI-26 is. You use it
to get your C of R and C of A.

http://www.tc.gc.ca/civilaviation/maint ... Msi_26.htm

If your AME doesn't know what MSI-26 is, get
a different AME. In fact, I don't know why you're
asking here - your AME doing the import should
know all this, right?

[Eleveniron]

The AME you are talking to is leading you down a dangerous path. Get ahold of a local MD-M and learn what really needs to happen. Chances are the airplane does not meet the import requiremenst for Canada, regardless of the Export C of A.

Cheers

[palebird]

An export C of A is a nice thing to have as it means that the aircraft may be in decent shape depending on the country it is coming from, but that is all it is..Transport may give you some credit for having one and it may ease their workload a bit but they still have to do their due diligence..

[Cat Driver]

Importing an airplane into the Socialistic Republic of Canada is a true adventure into just how desperate TC is to find a reason to delay the process and find any excuse to cost you more money.

When we imported the factory new Husky we almost missed Oshkosh because the manifold pressure instrument in the EI package did not have the Husky A1B added to the paper work, so we had to go back to the dealer and he found the mechanical gauge and had it shipped to us to replace the EI instrument.

The fact that the manifold pressure gauge was part of the EI engine analyzer package meant nothing to the experts at TC.

The system is truly fucked up......The Husky A1A and A1 B use exactly the same engine.

Anyhow I guess if we live here we will just keep paying and paying TC to justify their existence.

[SeptRepair]

So the aircraft did not meet the type certificate and your blaming TC?? I imported a Soloy 206 last year and the STC paper work had inadvertantly left out the serial number of the aircraft. A very sharp and excellent MDM caught this and before I could get the C of A I had to get Soloy to reissue the STC showing our aircraft based on SN was eligable. They had to get the FAA to sign off that indeed it was a paper mistake and send us a letter in the interm stating our aircraft indeed was in compliance with the STC. A honest mistake, but I would be very hard pressed to lay blame on TC. Yes our aircraft was delayed, but life goes on.

[High Flyin]

Okay I got ahold of TC and they directed me towards an MDM. Any idea how long it takes to get the C of A in Canada?

[Cat Driver]

So the aircraft did not meet the type certificate and your blaming TC??

No I was pointing out the utter stupidity of some of these paper work errors...when I bought the EI system I was assured there was a STC to cover the Husky A1B and the shop who installed all the radios and instruments also assured me that all the STC's were complete for the airplane.

So let me rephrase my comments.......The engine analyzer is a package and there is a STC for the Husky both A1A and A1B.....except I guess for the manifold pressure gauge which only had the A1A on it and not the A1B.....there is no difference between the two modles as far as engine and instruments and props go but because someone forgot to add the A1B to the list it became a problem.....
.....anyhow I am happy to stay as far away from ownership of certified airplanes as I can because I finally reached terminal burn out with all the crap that is involved with owning one.

But hey that is only my opinion and maybe I am not suited to be involved in aviation anymore because I am not able to bend over on command just to fly.

[nookie201]

Okay I got ahold of TC and they directed me towards an MDM. Any idea how long it takes to get the C of A in Canada?

One to two months average, depending on how "busy" transport is in your area & how fast your MDM makes the appointment.
MDM makes appointment with transport to come see the plane after import inspection is done, TC then will sign off or refuse on the spot once they see it.

-G

[Fire1]

Okay I got ahold of TC and they directed me towards an MDM. Any idea how long it takes to get the C of A in Canada?

One to two months average, depending on how "busy" transport is in your area & how fast your MDM makes the appointment.
MDM makes appointment with transport to come see the plane after import inspection is done, TC then will sign off or refuse on the spot once they see it.

-G

TC does not get involved with the import process if the import is being handled by a Transport Canada approved MD-M. The MDM is the one issuing the C of A if the aircraft meets import requirements.

I am a qualified MD-M and if anyone needs assistance send me a PM or email.

Regards

[nookie201]

Can same MDM inspect & sign-off C of A ?

[Fire1]

Can same MDM inspect & sign-off C of A ?

The MDM works on behalf of Transport Canada. The aircraft owner ensures aircraft meets requirements for import and has the appropriate maintenance carried out for issue of C of A. The easiest way to see what the process is would be to review MSI 26. C of A is issued by the MDM when the aircraft meets the requirements for import.

[tonyhunt]

Okay I got ahold of TC and they directed me towards an MDM. Any idea how long it takes to get the C of A in Canada?

"It depends ... "

My Husky A-1B had an export C of A and had not been subject to any modifications or additions since manufacture. Canadian Inspection took less than a week total including receipt of my Canadian C of A. The biggest issues were the sticker for the ELT, attaching a fire extinguisher under the pilot seat and replacing the US vinyl N-numbers with the new Canadian ones.

Jon, I can't imagine an older Twin Comanche not having several 337s, field mods or undocumented "fixes" over it's lifetime, especially to the landing gear and avionics. What did you find in the logs during the pre-purchase? I see potential issues there because any 337s and undocumented mods will have to be documented before TC will issue your Canadian C of A.

Note for Cat - My Husky has the single square panel Vision 1000 engine management system rather than the round EI instrument. Similar to the engine management display in the pre-Garmin Diamonds. It is factory fitted equipment (like yours) and TC was OK with it in 2005. Most of the Aviat factory paperwork including their maintenance instructions only refers to the original Husky, not the -1A, -1B or -1C models, so you might have a case that the STC covers the entire Husky line-up. Only my POH and my data plate identify the aircraft as an A-1B model.

[High Flyin]

Okay I got ahold of TC and they directed me towards an MDM. Any idea how long it takes to get the C of A in Canada?

"It depends ... "

My Husky A-1B had an export C of A and had not been subject to any modifications or additions since manufacture. Canadian Inspection took less than a week total including receipt of my Canadian C of A. The biggest issues were the sticker for the ELT, attaching a fire extinguisher under the pilot seat and replacing the US vinyl N-numbers with the new Canadian ones.

Jon, I can't imagine an older Twin Comanche not having several 337s, field mods or undocumented "fixes" over it's lifetime, especially to the landing gear and avionics. What did you find in the logs during the pre-purchase? I see potential issues there because any 337s and undocumented mods will have to be documented before TC will issue your Canadian C of A.

Note for Cat - My Husky has the single square panel Vision 1000 engine management system rather than the round EI instrument. Similar to the engine management display in the pre-Garmin Diamonds. It is factory fitted equipment (like yours) and TC was OK with it in 2005. Most of the Aviat factory paperwork including their maintenance instructions only refers to the original Husky, not the -1A, -1B or -1C models, so you might have a case that the STC covers the entire Husky line-up. Only my POH and my data plate identify the aircraft as an A-1B model.

I was aware of the hardships with importing a plane without up-to date logs, so in looking for an aircraft I did much shopping around to find planes with as much documentation as possible. I didn't help to much with the export C of A since the guy in the states did most of it. However, he said the FAA will only issue a C of A if and when all STC, 337 forms, all documents, inspections and AD have been complied with and adhered to. Everything appears to be there.