Dear US-gliding community,

it seems likely that I am going to spend about 2 year in the US (NJ area) starting next spring and I would like to bring my German registered glider along. Given it is for 2 years only, I would like to keep the ship under its German flag and keep any changes to glider and trailer to a minimum. This raises a couple of questions and I am hoping that some folks out here can provide some guidance

1) Import duties/taxes: Is there a procedure that exempts me from or minimizes US import taxes/duties? (I would bring it into the country as part of my household belongings, I paid full VAT in Germany on the ship and I do intend to bring it back and not to leave it in the US...) Uli Kremer of Schleicher mentioned a "carnet" but that would only cover 1 year after which the glider would have to leave the US again. Any thoughts?

2) Insurance: Does anybody have recent experience with an insurance that covers a D-glider within the US? Mine seems a bit reluctant....

3) Trailer: Unsurprisingly, the towing hitch and electric connection between the German trailer and US cars are not directly compatible. I am perfectly willing to exchange the hitch at the trailer itself for a US hitch but is there a way or adapter that "bridges" the electrical systems and allows legal traffic operations in the US?

4) Annual inspection: I am tempted to put the glider on a CAMO+ regime which only requires a physical inspection every 3rd year unless someone here is telling me that there is a D-Inspector (Pruefer Klasse 3) living in the East coast area.

Any fact based ideas? When I searched this forum, I did find some older bits and pieces, in particular from a "Thorsten" im CA and a "Michael" in PA who might already have mastered this little challenge but I couldn't find their personal contacts.

Any help or contacts are much appreciated.

Thanks in advance and best regards
Marc

On Tuesday, November 19, 2013 9:57:58 AM UTC-6, wrote:
> Dear US-gliding community,
>
>
>
> it seems likely that I am going to spend about 2 year in the US (NJ area) starting next spring and I would like to bring my German registered glider along. Given it is for 2 years only, I would like to keep the ship under its German flag and keep any changes to glider and trailer to a minimum. This raises a couple of questions and I am hoping that some folks out here can provide some guidance
>
>
>
> 1) Import duties/taxes: Is there a procedure that exempts me from or minimizes US import taxes/duties? (I would bring it into the country as part of my household belongings, I paid full VAT in Germany on the ship and I do intend to bring it back and not to leave it in the US...) Uli Kremer of Schleicher mentioned a "carnet" but that would only cover 1 year after which the glider would have to leave the US again. Any thoughts?
>
>
>
> 2) Insurance: Does anybody have recent experience with an insurance that covers a D-glider within the US? Mine seems a bit reluctant....
>
>
>
> 3) Trailer: Unsurprisingly, the towing hitch and electric connection between the German trailer and US cars are not directly compatible. I am perfectly willing to exchange the hitch at the trailer itself for a US hitch but is there a way or adapter that "bridges" the electrical systems and allows legal traffic operations in the US?
>
>
>
> 4) Annual inspection: I am tempted to put the glider on a CAMO+ regime which only requires a physical inspection every 3rd year unless someone here is telling me that there is a D-Inspector (Pruefer Klasse 3) living in the East coast area.
>
>
>
> Any fact based ideas? When I searched this forum, I did find some older bits and pieces, in particular from a "Thorsten" im CA and a "Michael" in PA who might already have mastered this little challenge but I couldn't find their personal contacts.
>
>
>
> Any help or contacts are much appreciated.
>
>
>
> Thanks in advance and best regards
>
> Marc

Marc,

For any number of reasons you may want to register your glider here in the US:

You might possibly decide to sell the glider after your assignment is over, saving the transportation cost back home.
You might find yourself extending your stay because you like it here (I was on a 2 year assignment some 25 years ago, also from Germany). Your visa is probably good for 5 years.
Shipping the glider is easy, ask Cobra for help, they also have contacts to a broker at the port of entry (probably Baltimore).
Likely no import or customs fees, don't know a a temporary import. Hell, you might even get your Mehrwertsteuer back if you export permanently.
No problem getting an "Experimental Exhibition and Racing" airworthiness certificate. With that, you have an easier time doing small repairs and installations on your glider.
Annual inspection is just will be as for any US-based glider, your glider club here will have contacts.
Trailer: have the conversion to a 2" ball and electrical system done or do it yourself. That way, anyone in your club can tow the trailer, comes in handy.
Insurance: Costello is the insurance broker of choice for most of us here, look them up and send an email. They will be glad to insure you. I'm paying $1,400 annually for a $65,000 hull value on a $1,000,000 policy.

Email me directly if you have other questions, in German if you prefer.
Herb, J7

On the electrical wiring for the trailer, I have had good success connecting a Cobra trailer with US GM and Mercedes cars using the low cost converter # 118158 from etrailer.com [ http://www.etrailer.com/Accessories-and-Parts/Tow-Ready/118158.html ]

This requires no changes to the trailer or tow vehicle and is simple to assemble with a plug, socket, and some wire.

On Tuesday, November 19, 2013 11:49:06 AM UTC-5, wrote:
> On Tuesday, November 19, 2013 9:57:58 AM UTC-6, wrote: > Dear US-gliding community, > > > > it seems likely that I am going to spend about 2 year in the US (NJ area) starting next spring and I would like to bring my German registered glider along. Given it is for 2 years only, I would like to keep the ship under its German flag and keep any changes to glider and trailer to a minimum. This raises a couple of questions and I am hoping that some folks out here can provide some guidance > > > > 1) Import duties/taxes: Is there a procedure that exempts me from or minimizes US import taxes/duties? (I would bring it into the country as part of my household belongings, I paid full VAT in Germany on the ship and I do intend to bring it back and not to leave it in the US...) Uli Kremer of Schleicher mentioned a "carnet" but that would only cover 1 year after which the glider would have to leave the US again. Any thoughts? > > > > 2) Insurance: Does anybody have recent experience with an insurance that covers a D-glider within the US? Mine seems a bit reluctant.... > > > > 3) Trailer: Unsurprisingly, the towing hitch and electric connection between the German trailer and US cars are not directly compatible. I am perfectly willing to exchange the hitch at the trailer itself for a US hitch but is there a way or adapter that "bridges" the electrical systems and allows legal traffic operations in the US? > > > > 4) Annual inspection: I am tempted to put the glider on a CAMO+ regime which only requires a physical inspection every 3rd year unless someone here is telling me that there is a D-Inspector (Pruefer Klasse 3) living in the East coast area. > > > > Any fact based ideas? When I searched this forum, I did find some older bits and pieces, in particular from a "Thorsten" im CA and a "Michael" in PA who might already have mastered this little challenge but I couldn't find their personal contacts. > > > > Any help or contacts are much appreciated. > > > > Thanks in advance and best regards > > Marc Marc, For any number of reasons you may want to register your glider here in the US: You might possibly decide to sell the glider after your assignment is over, saving the transportation cost back home. You might find yourself extending your stay because you like it here (I was on a 2 year assignment some 25 years ago, also from Germany). Your visa is probably good for 5 years. Shipping the glider is easy, ask Cobra for help, they also have contacts to a broker at the port of entry (probably Baltimore). Likely no import or customs fees, don't know a a temporary import. Hell, you might even get your Mehrwertsteuer back if you export permanently. No problem getting an "Experimental Exhibition and Racing" airworthiness certificate. With that, you have an easier time doing small repairs and installations on your glider. Annual inspection is just will be as for any US-based glider, your glider club here will have contacts. Trailer: have the conversion to a 2" ball and electrical system done or do it yourself. That way, anyone in your club can tow the trailer, comes in handy. Insurance: Costello is the insurance broker of choice for most of us here, look them up and send an email. They will be glad to insure you. I'm paying $1,400 annually for a $65,000 hull value on a $1,000,000 policy. Email me directly if you have other questions, in German if you prefer. Herb, J7

It would be wise to check carefully about registering. I have 2 friends who are not US citizens that have their gliders registered to wife or kid because wife or hid is a citizen and they are not. Apparently the FAA won't issue a US registration to a non citizen.
Anyone with more knowledge please feel free to correct what I have said here.
UH

Hi Herb, Glider RN, and UH,

first of all, thanks "Glider RN" for your pragmatic solution to the electric trailer problem and thanks to you "Herb" and "UH" for thinking about the pros and caveats of a possible US registration. Yet, I do want to keep the glider D-registered (it is really only for 2 years, and re-registering incl.. sanding off the D-registration from the thin Acrylic cover paint and redoing it all again in 2 years is out of the question, the ship will sail back to Germany after these 2 year...). I appreciate all good intended thinking about an N-registration, but I fear I am a lost cause in respect to that and that this post becomes a discussion on D vs N registrations.

Having said that, I am still keen on any additional advice on the original questions (the trailer question seems already solved by "Glider RN")

@Herb: What is your email? I tried to reply directly but not sure if that worked

Thanks and best
Marc

Registered Resident Aliens can legally register aircraft in Los Estados Unidos.
Otherwise if you can find a German inspector, go for it.
Jim

Many of us in the US wire our cars to take standard european trailer plugs. All the US suppliers will sell you the adapter, and most cars now come with a place in the light system where you can patch in to the wiring.

John Cochrane

On Tuesday, November 19, 2013 7:57:58 AM UTC-8, wrote:
> Dear US-gliding community,
>
>
>
> it seems likely that I am going to spend about 2 year in the US (NJ area) starting next spring and I would like to bring my German registered glider along. Given it is for 2 years only, I would like to keep the ship under its German flag and keep any changes to glider and trailer to a minimum. This raises a couple of questions and I am hoping that some folks out here can provide some guidance
>
>
>
> 1) Import duties/taxes: Is there a procedure that exempts me from or minimizes US import taxes/duties? (I would bring it into the country as part of my household belongings, I paid full VAT in Germany on the ship and I do intend to bring it back and not to leave it in the US...) Uli Kremer of Schleicher mentioned a "carnet" but that would only cover 1 year after which the glider would have to leave the US again. Any thoughts?
>
>
>
> 2) Insurance: Does anybody have recent experience with an insurance that covers a D-glider within the US? Mine seems a bit reluctant....
>
>
>
> 3) Trailer: Unsurprisingly, the towing hitch and electric connection between the German trailer and US cars are not directly compatible. I am perfectly willing to exchange the hitch at the trailer itself for a US hitch but is there a way or adapter that "bridges" the electrical systems and allows legal traffic operations in the US?
>
>
>
> 4) Annual inspection: I am tempted to put the glider on a CAMO+ regime which only requires a physical inspection every 3rd year unless someone here is telling me that there is a D-Inspector (Pruefer Klasse 3) living in the East coast area.
>
>
>
> Any fact based ideas? When I searched this forum, I did find some older bits and pieces, in particular from a "Thorsten" im CA and a "Michael" in PA who might already have mastered this little challenge but I couldn't find their personal contacts.
>
>
>
> Any help or contacts are much appreciated.
>
>
>
> Thanks in advance and best regards
>
> Marc

I believe if you are German, you can fly a German registered aircraft in the United States just so long as it maintained in accordance with Europe/German regulations. A US registered pilot would not be legal to fly your sailplane and that is it. It would be the same if someone came from Canada.

In your situation, it is definitely best to keep the German registration. You can fly your glider with your German license. However, for flying with a club or commercial operation, you need a field check out. As this will be done in a US registered 2-place trainer you will need a US pilot license. It is a pretty straight forward process, but requires some planning ahead. And this gives you a chance to fly all these nice Schweizer gliders that you can find around this country!

There is/was a German in California who bought a US registered DG-400 and later converted it to a German registration and flew it in the US. I am not sure if he is still in the US, but I thought that he had found a way to keep the German registration for at least a couple of years. Google Marko Rocznik und you will find him.

Do not worry about the trailer hook-up and electrical connections there are plenty of solutions for it. Someone from NJ can comment if you need a trailer registration. Some states do not require it depending on weight, use and so on.

And do plan to go West with your glider.
Ernst

>>However, for flying with a club or commercial operation, you need a field check out. As this will be done in a US registered 2-place trainer you will need a US pilot license.

This is not true. For a field check, you are flying as a student, with the instructor in back as pilot in command. No license at all is required. By the FAA, at least.

John Cochrane

> There is/was a German in California who bought a US registered DG-400 and later converted it to a German registration and flew it in the US. I am not sure if he is still in the US, but I thought that he had found a way to keep the German registration for at least a couple of years. Google Marko Rocznik und you will find him.

I think Marko is also an authorized LBA mechanic, capable of performing and signing off his own annual inspections, finding one in US in order to stay airworthy might be problematic.

GK

On Tuesday, November 19, 2013 4:52:15 PM UTC-5, wrote:
> >>However, for flying with a club or commercial operation, you need a field check out. As this will be done in a US registered 2-place trainer you will need a US pilot license. This is not true. For a field check, you are flying as a student, with the instructor in back as pilot in command. No license at all is required. By the FAA, at least. John Cochrane

If the pilot getting the field check holds the required certificate, he or she certainly could act as PIC during a field check. Many times,at our operation, field checks are done by qualified commercial pilots.
To fly solo, the subject pilot must have at least a student pilot certificate, obvioulsy endorsed by a CFI.
A foreign pilot, using a reciprocal certificate, will also need a flight review.
I guess I beat that one to death.
UH

An U.S. licensed pilot may fly a foreign-registered aircraft in the U.S. as if it were U.S. registered.

The problem with license and registration only comes about when the aircraft is in it's home country -- then the pilot must be licensed in that country. In the pilot's country of license, the registration of the aircraft doesn't matter.

At least, these are the rules for Canada and the U.S.. (Been looking into it, since my club in Canada is hosting the Women Soaring Pilots Association seminar in 2014... we're expecting a bunch of U.S. pilots to come and have been working with Transport Canada to get everything in place for the visitors).

-John

On 11/19/2013 2:12 PM, wrote:
>
>> There is/was a German in California who bought a US registered DG-400 and later converted it to a German registration and flew it in the US. I am not sure if he is still in the US, but I thought that he had found a way to keep the German registration for at least a couple of years. Google Marko Rocznik und you will find him.
>
> I think Marko is also an authorized LBA mechanic, capable of performing and signing off his own annual inspections, finding one in US in order to stay airworthy might be problematic.
>
> GK
>

There presently is a German in California who bought a US registered
LS-6, converted to German registration, and is flying in the US. If
interested, drop me an email and I will send you his email address.

On Tuesday, November 19, 2013 7:57:58 AM UTC-8, wrote:
> Dear US-gliding community,
>
> Thanks in advance and best regards
>
> Marc

Marc :
You ask about a combination of pilot and airframe, and how it may be operated in the United States.

As a German national, you may fly a German registered airframe in the US, as long as you keep the pilot and airframe 'legal' according to its home country. Whatever German pilot currency requirements are needed must be maintained (including medical certification). Whatever airframe inspections are required in Germany must also be met. You mentioned the use of a three year program. If it's legal there, it covers your airframe here. There is no additional US paperwork required ! This is due to ICAO agreements, worldwide reciprocity was established primarily for airliners and their staff.

Our FAR citations follow, slightly snipped to pertinent portions:

"§91.9 Civil aircraft flight manual, marking, and placard requirements.
(a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying with the operating limitations ...., or as otherwise prescribed by the certificating authority of the country of registry.
(b) No person may operate a U.S.-registered civil aircraft— .....<snip>

§91.203 Civil aircraft: Certifications required.
(a) Except as provided in §91.715, no person may operate a civil aircraft unless it has within it the following:
(1) An appropriate and current airworthiness certificate. <snip> ...
(2) An effective U.S. registration certificate issued to its owner <snip>, or a registration certification issued under the laws of a foreign country.. "

- - - -

The foreign national pilot is, however, required to abide by all US flight rules, and you might consider sitting down with a US glider flight instructor and review the subjects they would normally cover in a 'flight review', and perhaps a little more. For the airline pilot (think Lufthansa) this is less problematic, as they fly on IFR flight plans, and seldom consider exercising independent airmanship (smile).
How about that US pilot in the German 'legal' glider, flown in the US? The US pilot should mind FAR 91.103. The implication is that any pilot must know the machine is 'airworthy', which includes its home country inspections.

"§91.103 Preflight action.
Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include— <snipped>
(2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable information appropriate to the aircraft, relating to aircraft performance under expected values of airport elevation and runway slope, aircraft gross weight, and wind and temperature. "

You are free to find an LBA certified maintenance provider, and/or fly them over to make the required glider inspections and log entries, should you need that. You might consider contacting a German air-carrier about their hub services in New York or DC. Likely they would have LBA mechanic staff there for the Airbus and Boeing products.

For duties and taxes, I have no information. There will be port handling fees and customs clearance fees, which can be researched through a customs broker or shipping line. As you are not importing it for sale, I imagine this is minimal.

Costello Insurance is very knowledgeable for coverage in the US. www.gliderinsurance.com You should ask your home carrier about extending coverage to the US. We manage to get this done for a World Championships or two.

Trailer wiring was answered for you.

Now - for the folks who wanted to extrapolate beyond your questions, there are a few things for you to do, should you want to fly a US registered glider. You would need authorization as a US certificated pilot. You can get this two ways.

First option is to use the ICAO process for reciprocity. Use the form from our FAA to apply for a reciprocal rating. Provide copies of all your German certifications. Send to our FAA, wait for them to send it to LBA and get (snail) mail confirmation back to a local FAA FSDO office in NJ. Pick up your US certificate at that office, and get a flight review endorsement in your logbook from a US glider flight instructor. You must keep ALL LBA requirements up to date to use the US certificate, and get a new US flight review as needed (FAR 61.56) to go beyond two years privileges.
See here:
http://www.faa.gov/licenses_certificates/airmen_certification/foreign_license_verification/

Option Two is to pretend you are a glider student, and proceed through the US pilot certification process. You may use your German logbook to meet flight time requirements, but must fly and do the maneuvers and have the endorsements given by a US flight instructor to pass the two US tests ( written and practical, in that order). This was implied by the other posters. You could perhaps fly as an endorsed 'student pilot', if the US CFI wanted to give you those endorsements, but insured flight operations would be more costly for a "student" than for a US Private certificated airman.

Welcome to the US (soon). "UH" will be happy to welcome you to New Jersey and his flying site. They have some marvelous soaring up there. You might consider becoming an SSA member . . . . www.ssa.org :-)

Cindy B
SSA Region 12 Director

Funny how "reciprocity" works...One can fly any German registered glider (other than self launching one) with just a US license...

On Tuesday, November 19, 2013 8:57:58 AM UTC-7, wrote:
> Dear US-gliding community,
>
>
>
> it seems likely that I am going to spend about 2 year in the US (NJ area) starting next spring and I would like to bring my German registered glider along. Given it is for 2 years only, I would like to keep the ship under its German flag and keep any changes to glider and trailer to a minimum. This raises a couple of questions and I am hoping that some folks out here can provide some guidance
>
>
>
> 1) Import duties/taxes: Is there a procedure that exempts me from or minimizes US import taxes/duties? (I would bring it into the country as part of my household belongings, I paid full VAT in Germany on the ship and I do intend to bring it back and not to leave it in the US...) Uli Kremer of Schleicher mentioned a "carnet" but that would only cover 1 year after which the glider would have to leave the US again. Any thoughts?
>
>
>
> 2) Insurance: Does anybody have recent experience with an insurance that covers a D-glider within the US? Mine seems a bit reluctant....
>
>
>
> 3) Trailer: Unsurprisingly, the towing hitch and electric connection between the German trailer and US cars are not directly compatible. I am perfectly willing to exchange the hitch at the trailer itself for a US hitch but is there a way or adapter that "bridges" the electrical systems and allows legal traffic operations in the US?
>
>
>
> 4) Annual inspection: I am tempted to put the glider on a CAMO+ regime which only requires a physical inspection every 3rd year unless someone here is telling me that there is a D-Inspector (Pruefer Klasse 3) living in the East coast area.
>
>
>
> Any fact based ideas? When I searched this forum, I did find some older bits and pieces, in particular from a "Thorsten" im CA and a "Michael" in PA who might already have mastered this little challenge but I couldn't find their personal contacts.
>
>
>
> Any help or contacts are much appreciated.
>
>
>
> Thanks in advance and best regards
>
> Marc

What a brilliant response, thank you Cindy.

After September 11 the US restricted the operation of foreign registered
aircraft (with exceptions for Canadian and Mexican aircraft for obvious
reasons). Do you happen to know if those restrictions continue? The FAA
Notam I can see seems to require a filed flight plan and mandatory
transponder use. Not so appropriate for gliders!

http://www.faa.gov/air_traffic/publications/ifim/us_restrictions/fdc_notams/pdf/FDC%20NOTAM%203-2768%20MTOGW%20100309%20or%20less.pdf

Casey



CindyB > wrote:
> On Tuesday, November 19, 2013 7:57:58 AM UTC-8, wrote:
>> Dear US-gliding community,
>>
>> Thanks in advance and best regards
>>
>> Marc
>
> Marc :
> You ask about a combination of pilot and airframe, and how it may be
> operated in the United States.
>
> As a German national, you may fly a German registered airframe in the US,
> as long as you keep the pilot and airframe 'legal' according to its home
> country. Whatever German pilot currency requirements are needed must be
> maintained (including medical certification). Whatever airframe
> inspections are required in Germany must also be met. You mentioned the
> use of a three year program. If it's legal there, it covers your airframe
> here. There is no additional US paperwork required ! This is due to
> ICAO agreements, worldwide reciprocity was established primarily for
> airliners and their staff.
>
> Our FAR citations follow, slightly snipped to pertinent portions:
>
> "§91.9 Civil aircraft flight manual, marking, and placard requirements.
> (a) Except as provided in paragraph (d) of this section, no person may
> operate a civil aircraft without complying with the operating limitations
> ...., or as otherwise prescribed by the certificating authority of the
> country of registry.
> (b) No person may operate a U.S.-registered civil aircraft— .....<snip>
>
> §91.203 Civil aircraft: Certifications required.
> (a) Except as provided in §91.715, no person may operate a civil aircraft
> unless it has within it the following:
> (1) An appropriate and current airworthiness certificate. <snip> ...
> (2) An effective U.S. registration certificate issued to its owner
> <snip>, or a registration certification issued under the laws of a foreign country. "
>
> - - - -
>
> The foreign national pilot is, however, required to abide by all US
> flight rules, and you might consider sitting down with a US glider flight
> instructor and review the subjects they would normally cover in a 'flight
> review', and perhaps a little more. For the airline pilot (think
> Lufthansa) this is less problematic, as they fly on IFR flight plans, and
> seldom consider exercising independent airmanship (smile).
> How about that US pilot in the German 'legal' glider, flown in the US?
> The US pilot should mind FAR 91.103. The implication is that any pilot
> must know the machine is 'airworthy', which includes its home country inspections.
>
> "§91.103 Preflight action.
> Each pilot in command shall, before beginning a flight, become familiar
> with all available information concerning that flight. This information
> must include— <snipped>
> (2) For civil aircraft other than those specified in paragraph (b)(1) of
> this section, other reliable information appropriate to the aircraft,
> relating to aircraft performance under expected values of airport
> elevation and runway slope, aircraft gross weight, and wind and temperature. "
>
> You are free to find an LBA certified maintenance provider, and/or fly
> them over to make the required glider inspections and log entries, should
> you need that. You might consider contacting a German air-carrier about
> their hub services in New York or DC. Likely they would have LBA mechanic
> staff there for the Airbus and Boeing products.
>
> For duties and taxes, I have no information. There will be port handling
> fees and customs clearance fees, which can be researched through a
> customs broker or shipping line. As you are not importing it for sale, I
> imagine this is minimal.
>
> Costello Insurance is very knowledgeable for coverage in the US.
> www.gliderinsurance.com You should ask your home carrier about
> extending coverage to the US. We manage to get this done for a World Championships or two.
>
> Trailer wiring was answered for you.
>
> Now - for the folks who wanted to extrapolate beyond your questions,
> there are a few things for you to do, should you want to fly a US
> registered glider. You would need authorization as a US certificated
> pilot. You can get this two ways.
>
> First option is to use the ICAO process for reciprocity. Use the form
> from our FAA to apply for a reciprocal rating. Provide copies of all your
> German certifications. Send to our FAA, wait for them to send it to LBA
> and get (snail) mail confirmation back to a local FAA FSDO office in NJ.
> Pick up your US certificate at that office, and get a flight review
> endorsement in your logbook from a US glider flight instructor. You must
> keep ALL LBA requirements up to date to use the US certificate, and get a
> new US flight review as needed (FAR 61.56) to go beyond two years privileges.
> See here:
> http://www.faa.gov/licenses_certificates/airmen_certification/foreign_license_verification/
>
> Option Two is to pretend you are a glider student, and proceed through
> the US pilot certification process. You may use your German logbook to
> meet flight time requirements, but must fly and do the maneuvers and have
> the endorsements given by a US flight instructor to pass the two US tests
> ( written and practical, in that order). This was implied by the other
> posters. You could perhaps fly as an endorsed 'student pilot', if the US
> CFI wanted to give you those endorsements, but insured flight operations
> would be more costly for a "student" than for a US Private certificated airman.
>
> Welcome to the US (soon). "UH" will be happy to welcome you to New
> Jersey and his flying site. They have some marvelous soaring up there.
> You might consider becoming an SSA member . . . . www.ssa.org :-)
>
> Cindy B
> SSA Region 12 Director

Hi,

I just wanted to thank all of you who found the time to reply and provide plentiful guidance. By giving specific direct advice or by connecting me with other colleagues, you all helped me a lot to slice the "problem" into digestible and manageable pieces.

I am looking forward to bringing "S2" across the pond next spring.

Thanks again and all the best
Marc

2017 and looking to do the same, (Temp import of a G reg glider)
From what I can see, almost zero hassle (bar trailer wiring and having to drive on the wrong side of the road :-) )
Possibly moving to Louisiana but will almost certainly be flying out of Houston.

Just posted this to resurrect the thread.

On Mon, 14 Aug 2017 19:55:11 -0700, roymgarden wrote:

> 2017 and looking to do the same, (Temp import of a G reg glider)
> From what I can see, almost zero hassle (bar trailer wiring and having
> to drive on the wrong side of the road :-) )
> Possibly moving to Louisiana but will almost certainly be flying out of
> Houston.
>
Maybe the mod I've just done to my trailer, as part of a rewiring project,
would make a useful halfway house. Since I managed to damage the flying
lead that connects to the car, I cut it off and plumbed it into a 7-bin N
series socket which I'd fitted to the front of the trailer in the same
side of the towbar as the socket on my car and now I use a 1.5m extension
cable as the connection between car and trailer. One benefit is that,
when the trailer is parked, the extension cable is inside it and out of
the weather. The socket and its sprung cover are cast metal and seem
fairly weatherproof.

If you did that, then changing the plug on one end of an extension cable
to US standard should be fairly straight forward and not require
incompatible changes to your trailer wiring.

I was lucky enough to get a good quality extension from Towsure.

I think its Maypole brand but beware - either Maypole source their items
from a variety of (Chinese?) sources which are very variable in quality
or there are Maypole-branded forgeries about. As I said, my extension is
excellent, but I've also seen Maypole extensions from Amazon shops that
had obviously lower quality plugs and which took a set the first time
they were extended, even though this was to considerably less than the
advertised maximum length.


--
martin@ | Martin Gregorie
gregorie. | Essex, UK
org |

At 02:55 15 August 2017, wrote:
>2017 and looking to do the same, (Temp import of a G reg glider)
>From what I can see, almost zero hassle (bar trailer wiring and having
to
>drive on the wrong side of the road :-) )
>Possibly moving to Louisiana but will almost certainly be flying out of
>Houston.
>
>Just posted this to resurrect the thread.
>
I have imported a number of gliders from Europe and dislike having to
wring out the trailer wiring on the docks upon pick-up - as the weather
is invariably bad, and I don't want to spend the whole day there doing
that. I made up a pig-tail adapter which goes from the USA vehicle
"flat 4" connection to the old standard Euro 7 pin connector. In the
middle of the pig-tail I have one of these converters that make the
brake and signal lights function properly on a 4 wire system:
https://www.etrailer.com/Accessories-and-Parts/Curt/C56196.html
With this pig-tail, one can just hook up the trailer on the dock and drive

it away. This kind of set-up should work for you, especially if you
intend to take the glider back home and not sell it in the USA. You
won't have to do anything to the trailer wiring itself.
Good luck..
RO

Not to inject any logic into the discussion, but when buying a new
trailer from Germany, why doesn't the buyer simply specify the wiring
and connector that he plans to use? You'd think that, for the price
being paid for the trailer, it would make little difference in the
overall cost. Heck, Spindelberger might even do it for free.

On 8/15/2017 7:04 AM, Michael Opitz wrote:
> At 02:55 15 August 2017, wrote:
>> 2017 and looking to do the same, (Temp import of a G reg glider)
> >From what I can see, almost zero hassle (bar trailer wiring and having
> to
>> drive on the wrong side of the road :-) )
>> Possibly moving to Louisiana but will almost certainly be flying out of
>> Houston.
>>
>> Just posted this to resurrect the thread.
>>
> I have imported a number of gliders from Europe and dislike having to
> wring out the trailer wiring on the docks upon pick-up - as the weather
> is invariably bad, and I don't want to spend the whole day there doing
> that. I made up a pig-tail adapter which goes from the USA vehicle
> "flat 4" connection to the old standard Euro 7 pin connector. In the
> middle of the pig-tail I have one of these converters that make the
> brake and signal lights function properly on a 4 wire system:
> https://www.etrailer.com/Accessories-and-Parts/Curt/C56196.html
> With this pig-tail, one can just hook up the trailer on the dock and drive
>
> it away. This kind of set-up should work for you, especially if you
> intend to take the glider back home and not sell it in the USA. You
> won't have to do anything to the trailer wiring itself.
> Good luck..
> RO
>

--
Dan, 5J

At 16:12 15 August 2017, Dan Marotta wrote:
>Not to inject any logic into the discussion, but when buying a new
>trailer from Germany, why doesn't the buyer simply specify the wiring
>and connector that he plans to use? You'd think that, for the price
>being paid for the trailer, it would make little difference in the
>overall cost. Heck, Spindelberger might even do it for free.
>
Used trailers come as they are. If you buy a new glider with trailer,
the trailer gets pulled to the glider manufacturer by a European car.
Once the new glider is loaded into the trailer, it is pulled by another
European car to the port for delivery. One needs the European wiring
to work in Europe until it gets to the port. I suppose that they could
put USA wiring into the trailer at the factory and then put the trailer on

a truck to get it to the glider factory, and then truck the glider -in -
trailer to the port, but that is a LOT more expensive than just making
up a pig-tail here. Besides, my pig-tail works for any of the 7 pin
connectors. I have probably used that thing on 10 different glider
trailers I have picked up at the dock. The reverse also worked for me
when I shipped my glider overseas for a WGC, as the trailer was
already (still) wired for their cars. That is where the logic is. The
rest
of the world doesn't conform to USA standards.... If you have $$ to
burn, yes go ahead and have the USA wiring installed at the factory,
and then pay out the nose for getting it all the way to the port...
RO

....Or the factory could use a pigtail that would work on a European car
and I was only referring to new trailers.

Of course all of your points are valid.

On 8/15/2017 10:36 AM, Michael Opitz wrote:
> At 16:12 15 August 2017, Dan Marotta wrote:
>> Not to inject any logic into the discussion, but when buying a new
>> trailer from Germany, why doesn't the buyer simply specify the wiring
>> and connector that he plans to use? You'd think that, for the price
>> being paid for the trailer, it would make little difference in the
>> overall cost. Heck, Spindelberger might even do it for free.
>>
> Used trailers come as they are. If you buy a new glider with trailer,
> the trailer gets pulled to the glider manufacturer by a European car.
> Once the new glider is loaded into the trailer, it is pulled by another
> European car to the port for delivery. One needs the European wiring
> to work in Europe until it gets to the port. I suppose that they could
> put USA wiring into the trailer at the factory and then put the trailer on
>
> a truck to get it to the glider factory, and then truck the glider -in -
> trailer to the port, but that is a LOT more expensive than just making
> up a pig-tail here. Besides, my pig-tail works for any of the 7 pin
> connectors. I have probably used that thing on 10 different glider
> trailers I have picked up at the dock. The reverse also worked for me
> when I shipped my glider overseas for a WGC, as the trailer was
> already (still) wired for their cars. That is where the logic is. The
> rest
> of the world doesn't conform to USA standards.... If you have $$ to
> burn, yes go ahead and have the USA wiring installed at the factory,
> and then pay out the nose for getting it all the way to the port...
> RO
>

--
Dan, 5J

On Tuesday, August 15, 2017 at 9:45:08 AM UTC-7, Michael Opitz wrote:
> At 16:12 15 August 2017, Dan Marotta wrote:
> >Not to inject any logic into the discussion...
> RO

Wonder if Marc shipped his glider "S2" three years ago?
Jim

Oh please, don't state the obvious, won't fit into RAS..........

:-)

/sarcasm.......

On Tuesday, August 15, 2017 at 12:13:57 PM UTC-5, Dan Marotta wrote:
> ...Or the factory could use a pigtail that would work on a European car
> and I was only referring to new trailers.
>
> Of course all of your points are valid.
>
> Dan, 5J

Well, it is much simpler to adapt our wiring to their light system, then our light system to their wiring. Agree with Mike. Make an adapter to go from your car to the wiring the factory installs. Works great.

As to why it is maybe not wise to ask them to put a US wiring system and plug in? Look at this production list and see how many come to the US.

http://www.rcawsey.co.uk/asg29.htm

You are going to be hard pressed to drive separate turn and brake lights with a 4 wire connector going into the trailer. Unless you use the hitch connection as your ground. Really, really bad idea.

Look at the manual for the trailer, go to your favorite trailer supply house, and buy the parts you need to make an adapter. Or, wire your car so all the lights work like Alfred intended them to! :-) But if you do this, also make the inverse adapter so your car can hook up electrically to a trailer with a flat 4 connector.

Steve Leonard

Most cars, excepting some made in North America exclusively for the dumbed

down North American market, have separate wiring for amber turn and red
brake lights.

The adapter box on the trailer harness for my Subaru combined the brake and

turn wires into a single wire for each side (3 into 2). It got
unceremoniously
chopped off after it gave up the ghost.

Hint: Unplug the harness before cutting to save on fuses.

Newer Cobra trailers have a terminal strip at the back where North
Americans
have an unfortunate habit of mucking things up.

So yes, make up an adapter between the plugs.

Some day I will add diodes to mine.

On Tuesday, August 15, 2017 at 4:45:13 PM UTC-7, George Haeh wrote:
> Most cars, excepting some made in North America exclusively for the dumbed
>
> down North American market, have separate wiring for amber turn and red
> brake lights.
>
> The adapter box on the trailer harness for my Subaru combined the brake and
>
> turn wires into a single wire for each side (3 into 2). It got
> unceremoniously
> chopped off after it gave up the ghost.
>
> Hint: Unplug the harness before cutting to save on fuses.
>
> Newer Cobra trailers have a terminal strip at the back where North
> Americans
> have an unfortunate habit of mucking things up.
>
> So yes, make up an adapter between the plugs.
>
> Some day I will add diodes to mine.

Registration issues should be answered by your local FSDO, not self-appointed "experts." In your area it is the Teterboro FSDO ((201) 556-6600).

Tom

On 8/15/2017 8:33 PM, 2G wrote:
> O
> Registration issues should be answered by your local FSDO, not self-appointed "experts." In your area it is the Teterboro FSDO ((201) 556-6600).
>
> Tom
Back to the subject at hand:

Yes.14 CFR 61.3(b)
<http://www.ecfr.gov/cgi-bin/retrieveECFR?gp&r=PART&n=14y2.0.1.1.2#se14.2.61_13>covers
this:

(b)/Required pilot certificate for operating a foreign-registered
aircraft within the United States/. No person may serve as a
required pilot flight crewmember of a civil aircraft of foreign
registry within the United States, unless—

(1) That person's pilot certificate or document issued under
§61.29(e) is in that person's physical possession or readily
accessible in the aircraft when exercising the privileges of that
pilot certificate; and

(2)*Has been issued in accordance with this part*, or has been
issued or validated by the country in which the aircraft is registered.


I flew my Stemme under Mexican registration from Laredo, TX to Payson,
AZ after checking with my FSDO.
--
Dan, 5J

On Wednesday, August 16, 2017 at 7:39:58 AM UTC-7, Dan Marotta wrote:
> On 8/15/2017 8:33 PM, 2G wrote:
>
>
>
> snipped - cb>
>
> I flew my Stemme under Mexican registration from Laredo, TX to
> Payson, AZ after checking with my FSDO.
>
> --
>
> Dan, 5J


Interesting, but within the purview of the FSDO. If they gave you a written permission slip, you were golden. I wouldn't have done it without something in writing from them. ;-)

Your FAR reference as highlighted redirected my attention in a new courseline. Hmmm, they authorize a US pilot to fly the D-registered glider? I hadn't read it that way before. Maybe!

But as to the machine used, here's another clip from FAR's:

91.711 - Fly it and speak English to ATC, etc.
91.715 - Apply for a SFA for an alternate registered airframe.

And amazingly, 91.715 applied before 9/11. My guess is they would deal with you like a Program letter for an EXP Exhibition & Racing US registered glider.

Let's just hope that a FSDO doesn't mess with our D-registered visitors, as they are in conformity with the previously discussed alternatives.

Still lurking,
Cindy B
Region 12 Director

I thought the referenced CFR was quite clear. It was my FSDO who
brought it to my attention.

Please read it again.

On 8/16/2017 1:25 PM, CindyB wrote:
> On Wednesday, August 16, 2017 at 7:39:58 AM UTC-7, Dan Marotta wrote:
>> On 8/15/2017 8:33 PM, 2G wrote:
>>
>>
>>
>> snipped - cb>
>>
>> I flew my Stemme under Mexican registration from Laredo, TX to
>> Payson, AZ after checking with my FSDO.
>>
>> --
>>
>> Dan, 5J
>
> Interesting, but within the purview of the FSDO. If they gave you a written permission slip, you were golden. I wouldn't have done it without something in writing from them. ;-)
>
> Your FAR reference as highlighted redirected my attention in a new courseline. Hmmm, they authorize a US pilot to fly the D-registered glider? I hadn't read it that way before. Maybe!
>
> But as to the machine used, here's another clip from FAR's:
>
> 91.711 - Fly it and speak English to ATC, etc.
> 91.715 - Apply for a SFA for an alternate registered airframe.
>
> And amazingly, 91.715 applied before 9/11. My guess is they would deal with you like a Program letter for an EXP Exhibition & Racing US registered glider.
>
> Let's just hope that a FSDO doesn't mess with our D-registered visitors, as they are in conformity with the previously discussed alternatives.
>
> Still lurking,
> Cindy B
> Region 12 Director
>

--
Dan, 5J

On Tuesday, November 19, 2013 at 10:57:58 AM UTC-5, wrote:
> Dear US-gliding community,
>
> it seems likely that I am going to spend about 2 year in the US (NJ area) starting next spring and I would like to bring my German registered glider along. Given it is for 2 years only, I would like to keep the ship under its German flag and keep any changes to glider and trailer to a minimum. This raises a couple of questions and I am hoping that some folks out here can provide some guidance
>
> 1) Import duties/taxes: Is there a procedure that exempts me from or minimizes US import taxes/duties? (I would bring it into the country as part of my household belongings, I paid full VAT in Germany on the ship and I do intend to bring it back and not to leave it in the US...) Uli Kremer of Schleicher mentioned a "carnet" but that would only cover 1 year after which the glider would have to leave the US again. Any thoughts?
>
> 2) Insurance: Does anybody have recent experience with an insurance that covers a D-glider within the US? Mine seems a bit reluctant....
>
> 3) Trailer: Unsurprisingly, the towing hitch and electric connection between the German trailer and US cars are not directly compatible. I am perfectly willing to exchange the hitch at the trailer itself for a US hitch but is there a way or adapter that "bridges" the electrical systems and allows legal traffic operations in the US?
>
> 4) Annual inspection: I am tempted to put the glider on a CAMO+ regime which only requires a physical inspection every 3rd year unless someone here is telling me that there is a D-Inspector (Pruefer Klasse 3) living in the East coast area.
>
> Any fact based ideas? When I searched this forum, I did find some older bits and pieces, in particular from a "Thorsten" im CA and a "Michael" in PA who might already have mastered this little challenge but I couldn't find their personal contacts.
>
> Any help or contacts are much appreciated.
>
> Thanks in advance and best regards
> Marc

Why do anything, keep the German registration, speak english, get a 50mm ball for 29 bucks and a seven pin connector. you should be good to go.