October 2001
By: Eric P. Frere (eric@frere.net)
Dr. Fred J. Looft (fjlooft@ece.wpi.edu)
5. Registering your Glider with the FAA
6. Getting the Sailplane Ready for Inspection
7. Getting your Experimental Certification of Airworthiness
8. Trailer Registration and Modifications
Appendix A (FAA Conformity Inspection Record)
Appendix B (Sample Program Letter)
Let us begin by introducing ourselves. We are licensed glider pilots and members of the MIT Soaring Association based in Sterling, Massachusetts. In the fall of 2000, we began investigation on purchasing our first sailplane in a 50/50 partnership. We considered both used and new planes. A few local pilots strongly discouraged us from attempting to import a used non-standard type (experimental) glider. The warning was based upon the various issues that could arise as we worked with the numerous government agencies that are involved in such a purchase, and that getting FAA cooperation would be onerous and time consuming.
Going against their wisdom, with a touch of naivety and sense of adventure, we proceeded with the purchase of a used DG300 Elan by DG Flugzeugbau from Herning Svæveflyveklub in Herning, Denmark.
In case you can’t stand the suspense any longer, and must know the outcome, the whole process was less time-consuming and arduous than feared. We know now how beneficial a “How To” guide would have been for us. Our goal is to pass our lessons learned along to you. We hope this document will help the next flying souls who choose to go through this process. It is not a guide on how to select and purchase a used glider; this work contains very little information on the actual purchase. It is a non-official, free (i.e., you get what you pay for) guide on the process of taking a used sailplane (and trailer) from its country of origin, to the point where it can legally be flown in the USA.
Enjoy the reading.
During the initial search for a glider in the fall of 2000, Eric reconnected with an old friend from Denmark, Kristian S. Hansen. Kristian has been flying for over 25 years and has won many Danish championships, and represented Denmark in world championships. He was a valuable resource to tap for choosing our first glider. After a few months of Internet-based correspondence, Kristian mentioned that his club in Herning (Herning Svæveflyveklub) was selling their DG300 Elan. He referred us to the club member in charge of selling the glider, Poul Richard Kristiensen.
After a few weeks of negotiations and questions on the state of the ship, we agreed to the terms and conditions of the sale. Since Eric & Kristian were friends, we felt that we had a set of “trusted eyes” in Denmark to ensure that the glider was in excellent condition. Because of this, we decided that we did not have to travel to Denmark to inspect the glider. Unless you have someone that you trust in his or her knowledge of gliders and will look out for your interest, we would recommend that you or an agent (hired or a knowledgeable friend) scrutinize the glider in person before making the purchase. We did, however, get copies of the ship’s logbook to look over and ensure that all AD’s were met and verified for abnormalities (repairs, etc).
During the negotiations, a few things to consider include the following. These are especially true if you are buying a glider from anywhere other than Canada:
Once you have signed a sales agreement, you will most likely submit a deposit (as agreed upon in the T&C’s). Upon receipt of the deposit, the seller will have to go through the process of de-registering the sailplane in his/her country (planes can only be registered in one country). The de-registration document issued by the seller’s government will be an important document for registering the sailplane with the FAA in the USA.
After the sailplane has been deregistered and readied for shipping (instruments removed/replaced, log books, and all other documents readied), the balance of the purchase will be needed before the glider is released or delivered to the shipping agent. Please note that all funds will probably need to be transferred by wire, or with some kind of bank draft.
In our case, the seller and buyers had agreed to have the seller arrange shipping. We also agreed upon the port of entry. Once payment had been received and the glider was deregistered in the country of export, the glider was properly secured in its trailer for shipping and the trailer was loaded in a container. The trailer and glider were insured for a specific value: the purchase price plus the cost of shipping.
The shipper and agent take care in transporting the glider to a bonded clearing area. Before the glider arrives in the United States, the agent will require full shipping payment (you can wire the money or send a bank draft). This is assuming that you agreed with the seller that you will assume all shipping costs.
For an additional fee, the agent can clear customs for you. We elected to do clear customs ourselves.
Once you get a
notice of arrival for the shipping agent, get the bill of lading and take it to
the nearest US Customs office along with an invoice showing value and point of
origin. Gliders (for personal use) are
duty free (see http://dataweb.usitc.gov/scripts/tarif2000.asp).
You will, however, need to take a check to cover processing fees (at the time,
the amount was $9.00). Clearing customs
is about the easiest step in the whole process.
Registering your glider with the FAA is a relatively simple task. You need to fill out FAA Form 8050-1. Photocopies and computer-generated copies of this form are not acceptable for the registration of aircraft. Aircraft Registration Applications may be obtained from the Aircraft Registration Branch or your local FAA Flight Standards District Office (FSDO). Submit the form with a check for $5 to the FAA (address listed on the form). An additional $5 recording fee is required when a conditional sales contract is submitted as evidence of ownership. There is no recording fee for a bill of sale submitted with the application.
You do not need to (and should not) wait until the glider has landed on United States soil to register the ship. Before submitting the registration, you can elect to choose a registration number (N number). You can query for registration numbers at http://registry.faa.gov/arquery.htm or download the whole database (PKZip format) at http://registry.faa.gov/ardata.htm. All you need to do is to pick a number not already taken (pick a few alternative numbers just in case), and send it with the application form and the bill of sale or conditional sales contract. This process can also be done via the Internet with payment made using a credit card.
Please note that you must be a citizen of the United States (or permanent resident) to register an aircraft in the United States.
Within a few weeks from receipt of the application, the FAA will send you the registration certificate (AC Form 8050-3) and hold the number for a period of one year. If you have not received your Certificate of Airworthiness by the allotted time, you can send a request for extension.
You can access the FAA Registry website for more updated information.
When we were considering importing a used glider, we were told that dealing with the FAA would most likely be our biggest headache. This turned out to be totally untrue. Based on this warning, we decided to take a very proactive approach with the FAA. Here are some of the steps that we undertook prior to getting the certification:
It is likely that the inspector will use an FAA Conformity Inspection Record (see Appendix A for a sample). We strongly suggest that you review it before the inspection to ensure that everything the inspector will examine has been considered and/or covered.
When the glider was ready, we booked an appointment with the Safety Inspector for the inspection – anticipate 3-4 hours to complete the inspection. Since we had to rig the glider for the inspection, we made arrangements with East Coast Aerotech to use their hangar (ended up using the tarmac as the weather was favorable).
Make sure that you take the following with you to the inspection:
The inspection itself is relatively painless if you are prepared. The inspector may use a FAA Conformity Inspection Record (see Appendix A for a sample). The inspection record lists pretty much everything that the inspector will check.
Upon issuance of the certificate, the
inspector will also issue an “Operating Limitations” document. He/she may show you a draft copy of this
document for your review and discussion with the inspector. Some of the geographical area limitations
are usually conditional and time sensitive.
Please review this document and understand the limitations.
The following is from the Massachusetts Department of Motor Vehicle
(DMV) website. Please check with your state DMV
for local requirements.
How do I register my newly purchased trailer?
You’ll need a signed and completed RMV1 form
from your insurance agent, proof of ownership* from the seller, and the
applicable fees.
Along with the completed RMV1 application,
you must submit one of the following documents:
*An old registration or excise bill in the
name of the seller may be used as proof of ownership or a Certificate of Title
for the trailer may be used.
An acceptable Bill of Sale for a trailer must
list the following information:
If the total gross weight of a trailer - the combined
weight of the trailer and its cargo - is 3,000 lbs. or less, no title is
required. If the total gross weight of a trailer is 3,001 lbs. or more, a title
is required. The gross weight of a trailer is determined by the manufacturer
and will appear on the trailer's Certificate of Origin and on the trailer
itself. Glider trailers and cargo
should weigh less than 3,000 lbs.
You most likely will experience some
electrical wiring incompatibilities with the trailer. If you are planning on picking up the trailer from the shipper,
you will have to do some quick electrical work before you take it out on the
road. Make sure that there is space
somewhere near where you can do this work.
You should also verify that the trailer’s hitch ball is compatible with
your hitch (it is a good idea to do this prior to picking up your new plane,
when you’re anxious to get home).
One of the reasons that we believe the process went as smoothly as it did is that we did not rush. The fact that there was four feet of snow on the ground during most of our prep time was a blessing in disguise, as it allowed us to take things one step at a time, and be methodical in our approach. If at all possible, try to plan for this kind of purchase during the non-flying season (if you are cursed with the cold white stuff).
In our case, the warnings against importing a non-standard type glider were unfounded. Although we probably spent a combined total of 60 hours over the winter months, the process was not as difficult as anticipated. Buying a glider from outside the United States may, on the surface, seem to be a bargain. Before jumping in, one should factor in the costs of shipping, insurance and other costs to the price (expect a range of $3000 to $5000 – not including your time). In certain cases, the added costs nullifies any bargains, in other cases, the savings outweighs the added cost and time. Only you can make that decision.
At the time of this writing, we have been flying the glider almost a full season and have enjoyed it immensely. No regrets at all in our adventure!!
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Conformity
Inspection Record |
1. Project Number, TIA/Request Date: DOG-6 Amateur-Built Aircraft |
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2. Sheet |
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3 |
Sheets |
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3. Applicant/Manufacturer: Builder: |
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4. Beginning Date: |
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5. Ending Date: |
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6. Model: |
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S/N: |
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Reg. No.: |
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7. Inspected By: |
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8. Item No. |
9. Nomenclature of Item Inspected |
10. Drawing, Document, Specification,
etc.
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11. Revision and Date |
12, No. of
Items SAT.
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Determined UNSAT. |
13. Comments |
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DOCUMENTATION |
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1 |
Application
for Airworthiness Certificate |
FAA
Form 8130-6 (AD note sec 3) (A&P Mech. Sec 4 ) |
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2 |
Eligibility
Statement (for Amateur built) |
FAA
Form 8130-12 |
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3 |
Aircraft
Registration |
AC
Form 8050-3 |
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4 |
De-registration
from exporting country |
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5 |
Type
Certificate from exporting country, FAR 21.29 |
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6 |
Applicant’s
Program Letter, FAR 21.193
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7 |
Weight
& Balance Report |
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8 |
Flight
Test Plan |
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9 |
Flight
Manual, (English) |
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10 |
Maintenance
Manual (English) |
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11 |
Aircraft
Logbook |
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12 |
Operating
Limitations |
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13 |
ID
Plate, (fire proof) |
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11. INSPECTION |
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14 |
Wings
(Rotors) |
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15 |
Fuselage |
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16 |
Horizontal
Tail |
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FAA
Form 8100-1 (5/92) Supersedes Previous Edition
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Conformity
Inspection Record |
1. Project Number, TIA/Request Date: DOG-6 Amateur-Built Aircraft |
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2. Sheet |
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of |
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3. Applicant/Manufacturer: Builder: |
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4. Beginning Date: |
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5. Ending Date: |
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6. Model: |
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S/N: |
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Reg. No.: |
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7. Inspected By: |
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8. Item No. |
9. Nomenclature of Item Inspected |
10. Drawing, Document, Specification,
etc.
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11. Revision and Date |
12, No. of
Items SAT.
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Determined UNSAT. |
13. Comments |
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Vertical
Tail |
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18 |
Rudder,
Flaps, Ailerons, Spoilers, Elevator/Elevons |
Also,
trim tabs |
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19 |
Aerodynamic
Control Systems |
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20 |
Cockpit |
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21 |
Canopy/Windscreen/Windows |
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22 |
Seat(s),
Lap Belt(s), Shoulder Harness(es) |
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23 |
Instrumentation,
Flight |
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24 |
Instrumentation,
Engine |
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25 |
Engine/Propeller
Installation |
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26 |
Fuel
System/FQI System |
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27 |
Landing
Gear/Brakes/Tires |
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28 |
Battery/Electrical
System |
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29 |
ELT
(if required) |
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30 |
Aircraft/Engine
Data Plates |
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31 |
Water
Ballast (if glider) |
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32 |
Tow
Hook & Release (if glider) |
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Radio/Avionics
Installation |
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Markings
& placards FAR 91.9 & 21.182 |
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FAA
Form 8100-1 (5/92) Supersedes Previous Edition
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Conformity
Inspection Record |
1. Project Number, TIA/Request Date: DOG-6 Amateur-Built Aircraft |
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2. Sheet |
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of |
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3. Applicant/Manufacturer: Builder: |
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4. Beginning Date: |
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5. Ending Date: |
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6. Model: |
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S/N: |
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Reg. No.: |
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7. Inspected By: |
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8. Item No. |
9. Nomenclature of Item Inspected |
10. Drawing, Document, Specification,
etc. |
11. Revision and Date |
12, No. of
Items SAT.
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Determined UNSAT. |
13. Comments |
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35 |
Discrepancies |
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36 |
Certified Mechanic entry in aircraft logbook |
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37 |
Overall workmanship for this Aircraft was |
POOR_______________ |
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GOOD_______________ |
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EXCELLENT_________ |
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38 |
FAA Aircraft Logbook entry 8130.2D para. 141 & 237 |
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Entry
was made XX/XX/XX, “ I find this aircraft meets the requirements for a
special airworthiness certificate for the purpose of exhibition / air racing
and have issued a special air worthiness certificate and operating
limitations dated XX/XX/XX. The next
inspection is due XX/XX/XX. Signed William
Burke Aviation Safety Inspector ANE-MIDO-42” |
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39 |
FAA Airworthiness Certificate 8130-7 |
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Issued
8130-7 with operating limitations
XX/XX/XX |
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FAA
Form 8100-1 (5/92) Supersedes Previous Edition
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Conformity
Inspection Record |
1. Project Number, TIA/Request Date: DOG-6 Amateur-Built Aircraft |
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2. Sheet |
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of |
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Sheets |
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3. Applicant/Manufacturer: Builder: |
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4. Beginning Date: |
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5. Ending Date: |
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6. Model: |
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S/N: |
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Reg. No.: |
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7. Inspected By: |
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8. Item No. |
9. Nomenclature of Item Inspected |
10. Drawing, Document, Specification,
etc.
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11. Revision and Date |
12, No. of
Items SAT. |
Determined UNSAT. |
13. Comments |
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40 |
DISTRIBUTION |
8130.2D para. 243 |
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1.
Completed
original application 8130-6 (entry on back). 2.
Program
letter FAR 21.193 3.
Airworthiness
Certificate 8130-7 4.
Limitations
issued to the applicant 5.
Foreign
airworthiness certificate for aircraft imported. Documents
sent to AFS-750 address listed 8130.2D page 7 |
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To: Regional MIDO
555
Elm St
Flytown, MA 01234
Attn: FAA contact
From: Joe Public
123
Main St
Anytown,
MA 01234
PROGRAM LETTER
The
intended program for Glider model, Serial No. xxx, Registration No.
Nxxxxx.
I
will fly for FAI Badge Flights, State, National and World Soaring Records, SSA
Sanctioned National and Regional Contests, the Hilton Cup, and proficiency
flights in preparation for these events, as well as for my own enjoyment. I
plan to fly in the Continental United States of America.
My
flying will be associated with the following events:
SSA Convention and Air Exposition,
Indianapolis, IN, Feb 7-10
Standard Class Nationals, Mifflin County,
Reedsville, PA May 13-24
Sports Class Nationals, Montague, CA
July 3-12
18 Meter Nationals, Minden, NV, June
17-28
15 Meter Nationals, Uvalde, TX, Aug
7-16
Region 1 Regionals, Vermont, Summer,
2001
Region 2 Regionals, Summer, 2001
Region 3 Regionals, Summer, 2001
Region 4 Regionals, Summer, 2001
Date: