Hello,

Can anybody who has ferried aircraft from USA to Europe advise me on what documents are needed in advance? N-reg single engine piston.

I'm just researching it all at this stage but want to do it properly and by the book.

Many thanks.

I assume you are talking about purchasing an aircraft in the US, moving it over here for import and keeping it on the N-register.

You need from memory

1 - A bill of sale or other such document with the price paid to substantiate the value. Note, it would be normal for the sales amount to be blank on the document that goes to the FAA. Make sure you get this information.

2 - The new registration documentation showing your trustee (or you if US citizen) as the owner

3 - A radio licence for the aircraft (not needed for US operations so it won't naturally be with the aircraft)

4 - Customs pre notification to the Canadians

5 - Cash lined up for any VAT payment (depending on when and where you import)

6 - If you are transiting via the UK make sure you are crystal clear about the process, routing, and any paperwork (like a delivery note) your agent says you must carry.

Other things you need/may need
1 - Insurance for the transit (this was my major headache)
2 - SAR insurance for the Icelandic authorities - normally comes with the transit insurance
3 - Permission from the overflown states if you have modified the aircraft with ferry tanks (I believe this is required)
4 - Some recent comments also suggest that the Canadians are now enforcing a requirement for HF if you go out of VFR range. When I did it Sat Phone and relays were accepted.

Out of interest, is the Transit insuance a nightmare to get? It is often said on here that you can typically only get it if a) you have done the route before or b) you have very high time.

I know it can be done without having 10,000 hoursa as I know someone who did one recently, but they had previously done a trip with someone else.

Catch 22 - unless you do the first trip uninsured I suppose!

The conditions for transit insurance seem to vary. When I did it, the absolute minimum requirement I could find was 4 prior crossings in a single engine (they would of course have been accompanied). I believe there are arrangements that can be made with additional training or for several aircraft to go under the guidance of a single more experienced pilot. They seem to be primarily concerned about the planning and decision making in this specific environment rather than any general level of expertise.

If the plane is being exported out of the US, you also need a Shippers Export Declaration. Which is filed electronically through an agent. and an eAPIS account, which is the new electronic system used by US Customs to track flights leaving the States.

With regards to insurance. By far the most cost effective way is to have Worldwide Coverage added to your existing policy. Then find a ferry pilot with multiple crossings to fly along as a named pilot. If you've never flown the North Atlantic before, it is really something you shouldn’t be doing on your own anyway. That is why insurance companies won't insure it - too high risk.

Canadians are enforcing the HF rule, which applies only to single engine aircraft between FL50 and FL200 entering Gander Oceanic Airspace. A sat phone is not an accepted substitute, even though I always carry one. If you don't want to bother with the HF, you can either fly VFR below FL50 until you get to Greenland, or go up to Frobisher Bay and cross there on the Blue Spruce Route, where HF is not required.

Hi,

For the detail, it's probably best to call me (so send me an email and I'll let you have my number). I still have all the docs/charts for both VFR and IFR, you can borrow them for free if you pay the postage each way (about 7kgs!).

It's an AMAZING trip, and easier than you think - as long as the WEATHER is on your side!

Safe flights, Sam.