- Winter instruments in metres are easy to sell via Segelflug.de for
realistic prices.
- Uras.gliderpilot.net will often yield non-metric instruments for
reasonable prices.
- Whatever you do: GET YOUR GLIDER AN EXPORT CofA BEFORE SHIPPING! If you
don't, you're likely to have a technician flown in from the country of
glider's origin. Very expensive and a lot of hassle.
- Customs usually uses bill of sale prices for duties.
- Get an export license plate for the trailer if the trailer has its own
license (which it has in some countries). Makes importing it so much
easier.
- Go for a glider with stickered registration or painted on in
cellulose-based paint (dissolves in acetone). Sanding off any
PU-registration can be time and money consuming.
- European gliders tend to have a very thorough AD status, so normally
should not be a problem re mod status, but check with your local technician
for paperwork issues before buying.
- Get somebody local to give you an objective look at the condition of the
glider before buying. (or combine with a trip to EUrope!)

Enjoy,

Eric

At 18:10 20 November 2012, wrote:
On Tuesday, November 20, 2012 12:49:54 PM UTC-5, Terry Pitts wrote:
All,
=20
=20
=20
I've been looking at the adds at Wings and Wheels for the last year.
I've=
often looked at ads here in Europe and thought, "Why can't I find this
XYZ=
be in the US?" The sudden "ah ha!" moment came yesterday as I was
looking
=
at ads on Tim's website and saw a glider with German registration.
=20
=20
=20
I've looked at the FAA's website. From a registration perspective it
does=
n't look awful, but what are the issues/implications associated with
bringi=
ng a glider from Europe to the US? I realize I have to find a way to ship
i=
t. Instruments need to be converted to knots, feet, etc.
=20
=20
=20
The basic target would be an older club class glider (LS1, DG100,
Cirrus,=
etc.) in the low to mid teens range. That seems do able in Germany. Then
a=
dd shipping. Etc.
=20
=20
=20
It's hard to tell without taking some notes and doing some math, but it
l=
ooks like comparable gliders are cheaper in Europe than in the US. Is
that
=
a supply and demand thing - lots more gliders here than in the US? If
price=
s are higher in the US for a comparable aircraft, maybe I could fly one
for=
a few years and break even?
=20
=20
=20
I know Winter and other companies make instruments for the metric and
US
=
markets. Is it easy to get the faces changed? Worth doing some sort of
main=
tenance at the same time?
=20
=20
=20
Is it worth the effort?
=20
=20
=20
Lots of questions, I know. If you have experience or advice on this
topic=
, please share.=20
=20
=20
=20
Thanks.
=20
=20
=20
Terry

I've known it done several times. There's a fair amount of red tape
involv=
ed
in cancelling the old registration and creating the new one, but it's
doabl=
e.
Shipping is a few grand. The airspeed and altimeter have to be replaced
si=
nce
the gearing is different (hands travel a different amount). I think a
fair=
part
of the price difference these days is that the Eurozone isn't doing as
well
as the US economically so the demand is suppressed over there.

Another approach to looking for a plane is to send a mass mailing to
curren=
t
owners of models you're looking for. My plane, for example, sat in a
hanga=
r
for 15 years without flying. I'm positive no ad was carried all that
time.
You can also contact people like M&H that do sailplane repairs and
restorat=
ions -- they often know of planes that might be on the market but haven't
l=
isted yet.
I got my plane through a similar mechanism.

Matt
ASW-19