Agreement On Trade In Civil Aircraft (Duty-Free Treatment)

Note: Another comment concerned the proposal on page 10.183, letter c), relating to the exercise of a duty-free application in accordance with General Note 6. In accordance with this section, it is not excluded that goods previously exported in connection with the inconvenience may be eligible for duty-free treatment as civilian aircraft. The commentator stated that this principle should be extended to ensure importers that the free importation of civilian aircraft is not excluded if qualifying goods have previously been exported in the following circumstances: (1) The current deposit with discount, reduction or refund of customs duties; (2) in accordance with U.S. law or the regulation of a federal authority requiring exports; or (3) manufacturing or manufacturing in the United States, in a customs warehouse or in an external commercial area, or under 9813.00.05, HTSUS, which are admitted to the United States duty-free and under obligations for repair, modified or processed. The commentator noted that, in the previous circumstances, prior exports exclude freedom of entry into other legislation (such as Chapter 98, HTSUS, Sub-Chapter II, U.S. Note 1). The list has not been drawn up by someone who is familiar with the safety rules of civil aviation and is not exhaustive. In general, the purpose of the documentation requirements is to provide evidence that the parties are under . 10.183 A.b) all civil aircraft engines and their parts and components, the tariff provisions that transpose General Note 6 (which are marked ”Free C” in the ”Special” subsection) are not effective tariff provisions (as described in the Supplemental Interpretation Rule 1 (b) of the United States. Therefore, it is not necessary to provide proof of final use within three years of the date of entry of civilian aircraft, as provided for in additional U.S. Rule 1 (b). In addition, there is no time limit on the use of imported goods in civilian aircraft.

Noting that many signatories view the aircraft sector as a particularly important element of economic and industrial policy, 6.2 Signatories agree that the pricing of civilian aircraft should be based on a reasonable expectation of repair of all costs, including the unique costs of the program, identifiable and proportionate military research and development costs of aircraft. , components and systems that will then be applied to the production of these civilian aircraft, average production costs and financial costs. With the proposed amendment to p. 10.183, the regulation should be consistent with legislative amendments made by law to General Note 6. Thus, the proposed amendments were made: (1) extending the scope of the Regulation by expanding the description of civilian aircraft; (2) removes the requirement to provide supporting documentation for each receipt summary; (3) requires that supporting documents be kept in the importer`s records; (4) removed the reporting requirement (certificate); (5) allowed an importer to apply duty-free for approval, in accordance with General Note 6, after filing a registration (unpretentiously), but before its liquidation became final; and (6) provided that no interest is attached to the repayment of the fees collected on the claims at entry. recognising their obligations and rights under the general agreement on tariffs and trade, known as ”GATT,” and suggesting other multilateral agreements negotiated under the GATT; (a) Applicability. Except at point (b) of this section, this section applies to aircraft, aircraft engines and ground flight simulators, including their parts, components and sets, which are considered civilian aircraft in accordance with General Note 6 (b) of the United States Harmonized Tariff Plan (HTSUS) in accordance with the following requirements: 4.4 Signatories agree to avoid any incentive to sell or purchase civilian aircraft from a given source 4.4 that would discriminate against suppliers of