Aircraft registration in the USA (N-)

Not directly: the FAA requires the owner to be a U.S. citizen or company. Foreign owners use the well-established mechanism of an owner's trust: the U.S. trustee holds title and files an affidavit stating that the trust's beneficiaries meet the requirements, while the beneficial owner retains operational control of the aircraft.

As of January 23, 2023, the certificate will be valid for seven years instead of the previous three. Previously issued certificates will be automatically extended. Renewals must be planned in advance: flights with an expired certificate are not permitted.

Yes. The registration plate consists of the letter "N" and up to five alphanumeric characters. A combination can be selected and reserved if it's available in the FAA database. This is one of the reasons the American registry is so popular with private owners.

The FAA Registry in Oklahoma City maintains records of liens and encumbrances. A title search before the transaction reveals outstanding liens from previous owners that would otherwise transfer with the aircraft. This is a mandatory step in any proper transaction with a U.S. registration.

The US is the largest business aviation market, with the most extensive maintenance network and accessible financing. An aircraft under the "N-" flag is easier to sell and mortgage, and its US-standard maintenance history is clear to most buyers.

The standard path takes 6–10 weeks. Step 1: a letter of intent (LOI) with price and terms — 3–5 days. Step 2: a 5–10% deposit into escrow and signing of the purchase agreement. Step 3: a pre-purchase inspection — 1–3 weeks. Step 4: rectification of findings and price adjustment. Step 5: closing — simultaneous transfer of funds, title and risk, technical acceptance and ferry of the aircraft.

A pre-purchase inspection (PPI) is an independent check at a certified centre: airframe, engines, corrosion, records and compliance with airworthiness directives. It takes from 3 days on a turboprop to 2–3 weeks on a heavy jet and costs $15–100K — paid by the buyer. By market practice the seller pays to rectify airworthiness-affecting defects. A seller refusing a PPI is grounds to walk away.

The import budget depends on jurisdiction. In the EU the main items are any customs duty (most business-jet codes carry reduced or zero rates) and import VAT, which varies by country of entry (for example 19–22% in much of Europe). Registration in Aruba, San Marino or the Isle of Man under operation outside the EU allows a temporary-admission regime. We produce an exact calculation before the LOI is signed — an error here costs millions.

After purchase the aircraft must be entered into service: choose a registry (Aruba, San Marino, Isle of Man or a national one), sign a management and maintenance contract with an operator, enrol the engines on a programme (ESP/JSSI), arrange insurance, hangar and crew, and plan the first maintenance. We support all of these steps. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.

Before a deal we check: title and absence of liens or leases (a registry title search), the full maintenance history and airworthiness-directive records, the status of heavy maintenance checks and engine time remaining, any incident involvement, and compliance with export rules. We organise this review and an independent pre-purchase inspection before any funds move. Send us a request — we'll prepare options, calculate running costs and analyse the best fit for your task.