Cabotage And International Operation Of Corporate Aircraft

Written by Greg Reigel


Continued from page 1

The Importation Alternative To Cabotage Compliance

An option for removingrepparttar cabotage restraints on international operations is importation of a U.S. registered aircraft intorepparttar 119263 foreign country (e.g. Canada, a European Union country etc.) in whichrepparttar 119264 corporate aircraft owner wishes to operate. Importation then makesrepparttar 119265 aircraft an aircraft ofrepparttar 119266 country into which it is imported (e.g. an aircraft of Canada or a European Union aircraft). The aircraft can usually be imported on a temporary or permanent basis and does not usually require thatrepparttar 119267 aircraft be re-registered.

For importation into most countries,repparttar 119268 corporate aircraft owner will be required to payrepparttar 119269 “Value-Added Tax” (VAT) onrepparttar 119270 value ofrepparttar 119271 aircraft. Two exceptions arerepparttar 119272 European Union countries ofrepparttar 119273 United Kingdom and Denmark. Both countries have a zero valuation of aircraft weighing over 24,000 pounds and are frequently used to import corporate aircraft intorepparttar 119274 European Union. Oncerepparttar 119275 aircraft is imported intorepparttar 119276 foreign country, for purposes of regulation it becomes an aircraft of that country and is no longer subject torepparttar 119277 cabotage restrictions.

Locating Cabotage Regulations

If importation is not an option, a corporate aircraft operator will need to researchrepparttar 119278 cabotage restrictions and regulations forrepparttar 119279 particular country of intended travel. The first place to consult isrepparttar 119280 Aeronautical Information Publication (AIP) published byrepparttar 119281 country to whichrepparttar 119282 operator wishes to travel. How do you getrepparttar 119283 AIP for a particular country? Well,repparttar 119284 best place to start isrepparttar 119285 International Flight Information Manual (IFIM). The IFIM is published byrepparttar 119286 FAA and has information regardingrepparttar 119287 civil aviation authority for each country andrepparttar 119288 respective contact information and addresses to which you can direct your request forrepparttar 119289 country’s AIP.

However, you should be aware that many countries’ AIP’s may not contain all ofrepparttar 119290 applicable rules and regulations relating to cabotage and its enforcement. Often times a country’s customs and/or revenue officials responsible for enforcement are not always onrepparttar 119291 proverbial same page and may interpretrepparttar 119292 regulations inconsistently.

Fortunately for corporate aircraft operators,repparttar 119293 IFIM contains a section for each country titled “Corporate Aircraft Constraints” that includes information prepared byrepparttar 119294 U.S. Department of State. This section specifically addresses cabotage and similar regulations as they may apply to operation of corporate aircraft withinrepparttar 119295 foreign country.

Conclusion

Atrepparttar 119296 end ofrepparttar 119297 day,repparttar 119298 pilot in command is responsible forrepparttar 119299 operation ofrepparttar 119300 flight in compliance with all applicable regulations. However, inrepparttar 119301 context of a corporate operation,repparttar 119302 corporation is also responsible forrepparttar 119303 operation of its aircraft. Violations of cabotage regulations can subject bothrepparttar 119304 pilot andrepparttar 119305 corporation to some nasty consequences.

To avoid these consequences, as a corporate aircraft operator you should find out aboutrepparttar 119306 applicable regulations before you fly. Consultrepparttar 119307 AIP forrepparttar 119308 country in which you wish to travel. Reviewrepparttar 119309 corporate restraints for that country inrepparttar 119310 IFIM. If you are a member ofrepparttar 119311 National Business Aviation Association (NBAA), reviewrepparttar 119312 feedback forrepparttar 119313 country inrepparttar 119314 NBAA’s International Operators Bulletin or onrepparttar 119315 NBAA’s website. Also, check with your point of entry handler/FBO/flight planning organization. Finally, for final, “official” confirmation, contactrepparttar 119316 applicable governing authority withinrepparttar 119317 country to obtain current regulations and interpretations.

Proper planning and current information are essential for international operations by corporate aircraft. Don’t leave home without them.



Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.


Surviving An FAA Ramp Check

Written by Greg Reigel


Continued from page 1

You may need to supplyrepparttar aircraft’s registration certificate. Make surerepparttar 119262 N-number onrepparttar 119263 certificate matchesrepparttar 119264 N-number onrepparttar 119265 aircraft. Also, if you are operating with a temporary certificate, remember that it is only valid for 120 days. The aircraft’s airworthiness certificate will likely be inspected as well. Here again, make surerepparttar 119266 N-number onrepparttar 119267 certificate matchesrepparttar 119268 N-number onrepparttar 119269 aircraft data plate.

Additional aircraft documents that are fair game during a ramp check includerepparttar 119270 operator/flight manual, or operating limitations ifrepparttar 119271 aircraft is a homebuilt aircraft, andrepparttar 119272 aircraft’s weight and balance information. For certificated aircraft,repparttar 119273 weight and balance information should be inrepparttar 119274 manual. For homebuilt aircraft, this information will be contained inrepparttar 119275 aircraft’s operating limitations.

Charts

Since a pilot is required to be familiar with all available information for each flight, an inspector may also ask to seerepparttar 119276 aeronautical charts you intend to use on your flight. Make surerepparttar 119277 charts you have inrepparttar 119278 aircraft or your flight bag are current and appropriate to your flight. This seems like a "no-brainer", but you would be surprised how many pilots are flying with sectional charts that are several years old or instrument approach plates that are more than 56 days old. From a compliance perspective and, more importantly, from a safety perspective, use current and appropriate charts.

Interacting With The Inspector

Duringrepparttar 119279 course ofrepparttar 119280 ramp check, you can also takerepparttar 119281 initiative and askrepparttar 119282 inspector questions. Askrepparttar 119283 inspector why he or she suspects you and what informationrepparttar 119284 inspector has that leads to his or her suspicion. You can also askrepparttar 119285 inspector which FAR's you are suspected of violating.

Ifrepparttar 119286 answers to these questions indicates that a simple misunderstanding is present, you can certainly try to clarifyrepparttar 119287 situation forrepparttar 119288 inspector. However, if it appears thatrepparttar 119289 inspector’s issues are more than a simple misunderstanding or if you do not receive adequate responses to your questions, do not volunteer any information torepparttar 119290 inspector. Remain polite and respectful, but don’t giverepparttar 119291 inspector any more information than is required.

Do not try to argue withrepparttar 119292 inspector. Very rarely will you win an argument withrepparttar 119293 inspector. Onrepparttar 119294 contrary, an argument withrepparttar 119295 inspector will usually get you in deeper trouble. You will either providerepparttar 119296 inspector with information that helpsrepparttar 119297 inspector make his or her case against you or you will exhibit a “poor compliance attitude”, or both. Don’t do it. Discretion and respect will serve you better.

Most pilots will never find themselves in a ramp check, due torepparttar 119298 minimal manpowerrepparttar 119299 FAA has available for ramp checks. However, if you find yourself in a ramp check, it is survivable. Hopefully this information, along withrepparttar 119300 right attitude, will get you through it. As always, fly safe and fly smart.

Greg is an aviation attorney, author and holds a commercial pilot certificate with instrument rating. His practice concentrates on aviation litigation, including insurance matters and creditor’s rights, FAA certificate actions and aviation related transactional matters. He can be reached via e-mail at greigel@aerolegalservices.com or check out his website at www.aerolegalservices.com.


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