252 vs 231 with wastegate/intercooler

[kortopates]

Well, he was a factory guy and, if you are only flying new airplanes, and you have been charged with extracting max performance, his "wisdom" on engine management makes sense.  Lycoming and Continental also recommended practices that are not conducive to longevity, and you can run those engines the "factory way" but you sacrifice long life (and performance).

Absolutely right 100% And none of my comments are meant to disparage him in any way. His job was to show off the airplanes capabilities which we all understand. I had to do the same thing when i flew for Mooney Intl demoing the Acclaim. i flew it like i would never fly my own airplane in order to show off its performance and maximize the wow effect such as using speed brakes in every descent. But New owners that flew them hard per the POH, especially ROP, invariably needed a new TOP in under 1000 hrs.


Sent from my iPhone using Tapatalk

[kortopates]

Can you elaborate? From my (admittedly limited) reading, it looks like the major costs to import would be:
1) Cost to ferry the airplane to me, though I think this would apply to a Canadian registered aircraft as well. Something in the Pacific Northwest (Seattle/Portland for instance) would seem an easier feat than getting a plane over from say Ontario.
2) Import cost. From my reading, the cost for a new registration and the import fees shouldn't be more than about $2000-3000 and then maybe $2000 to have the new registration letters applied to airplane.
3) Taxes. My understanding is I would have to pay 5% GST at border crossing then 7% PST to BC if the plane comes from the US. However, sale of used aircraft is taxed at 12% PST by BC so the taxes seem to be a wash.
4) It sounds like there needs to be the equivalent of an annual inspection by a Canadian mechanic prior to issuing an Canadian airworthiness certificate, even if the plane is "in annual" following inspection by US mechanic. Presumably, major squawks would be dealt with in the negotiations during the pre-buy so hopefully no surprises however. I assume this inspection would also cost about $2-3000?
There is obviously the extra hassle of having to get new registration, extra inspections, and the time all of this will take. But from the cost side of things, I understand it may be something like a $6-8000 difference between buying a Canadian registered aircraft? Does that seem in the ballpark? If so, it seems like it may be worth the expense to significantly open up the options for available aircraft. Might save that much in a year of ownership if I could find a great plane in the US rather than having to choose from the much more limited Canadian supply (that often seem to be the older models with less avionics upgrades - you seem to have one of the unicorn MSE's in Canada).
Thanks again everyone, this is all extremely helpful info!
 

Your estimate seems very reasonable to me but i do think you’re a bit under in the inspection process. i only have some experience helping with bringing Canadian registered into the US not the other way around. But the inspection is usually done by a FAA DAR but it’s still straight forward because Canadian rules are more stringent than US. Canada imposes hard limits on overhaul time that don’t apply to part 91 operators down here and besides additional unexpected maintenance under Canadian rules you could also run into alterations that wouldn’t be approved up there. All of this is to just emphasize the need to get a thorough log book review by the equivalent Canadian inspector before starting price negotiations on a bird to import. But i’d guesstimate 4-5K not including any big ticket surprises.

Your ferry cost and likely taxes wouldn’t really depend on if the plane was being imported or not. But indeed are significant cost to plan for. But you’ll get much more value for the ferry cost if you just hire your transition instructor to bring the aircraft home with you.


Sent from my iPhone using Tapatalk

[Slick Nick]

6 hours ago, StParkin said:

Can you elaborate? From my (admittedly limited) reading, it looks like the major costs to import would be:

1) Cost to ferry the airplane to me, though I think this would apply to a Canadian registered aircraft as well. Something in the Pacific Northwest (Seattle/Portland for instance) would seem an easier feat than getting a plane over from say Ontario.

2) Import cost. From my reading, the cost for a new registration and the import fees shouldn't be more than about $2000-3000 and then maybe $2000 to have the new registration letters applied to airplane.

3) Taxes. My understanding is I would have to pay 5% GST at border crossing then 7% PST to BC if the plane comes from the US. However, sale of used aircraft is taxed at 12% PST by BC so the taxes seem to be a wash.

4) It sounds like there needs to be the equivalent of an annual inspection by a Canadian mechanic prior to issuing an Canadian airworthiness certificate, even if the plane is "in annual" following inspection by US mechanic. Presumably, major squawks would be dealt with in the negotiations during the pre-buy so hopefully no surprises however. I assume this inspection would also cost about $2-3000?

There is obviously the extra hassle of having to get new registration, extra inspections, and the time all of this will take. But from the cost side of things, I understand it may be something like a $6-8000 difference between buying a Canadian registered aircraft? Does that seem in the ballpark? If so, it seems like it may be worth the expense to significantly open up the options for available aircraft. Might save that much in a year of ownership if I could find a great plane in the US rather than having to choose from the much more limited Canadian supply (that often seem to be the older models with less avionics upgrades - you seem to have one of the unicorn MSE's in Canada).

Thanks again everyone, this is all extremely helpful info!

 

The biggest hiccup you’ll find, and maybe @kortopates can elaborate, is that in Canada, there is no such thing as a 337 form. Many “field installs” that you’ll find on N registered aircraft need to have those mods either removed, or re-done to Canadian standard. I know one guy who had to completely strip the wiring out of his import aircraft and have it all replaced, despite the fact it was less than a year old, because it wasn’t labelled to transport Canada’s liking when the avionics were installed. This all to the tune of about $15,000 after the aircraft was purchased. The pre-purchase inspection did not reveal this, and Transport wouldn’t issue a C of A until it was up to snuff. Perfectly legal modifications in the USA, are forbidden here unless the paper trail is valid. Because the USA is so much less stringent, exports from Canada often go very smoothly. 

The other kicker is that Transport Canada won’t even come to inspect the aircraft for its C of A until you have already imported it and are the owner, since they can’t issue a C of A for an aircraft under foreign ownership. It can become a real mess, really quickly. 

Having that “C-“ registration already on the side of the airplane you purchase it worth its weight in gold.