How can we understand the differences between the aircraft markets in the U.S. and Europe (prices, availability, service culture)?

General aviation is a global sector, but its two largest markets—the U.S. and European markets—operate according to completely different principles. A comparison of the aircraft markets in the U.S. and Europe may, at first glance, seem like a comparison of two versions of the same industry. In reality, they are two distinct ecosystems with different demand structures, differing approaches to certification, varying maintenance cultures, and entirely different pricing logic. Anyone considering the purchase of an airplane or helicopter and wondering whether to look for one on the used market in the U.S. or buy a new aircraft in Europe should understand these differences before making any decision. This article describes both markets as seen by a practitioner: without idealizing either one.

Scale and availability: The U.S. aircraft market is in a league of its own

The United States dominates general aviation worldwide in a way that is hard to imagine without exposure to the market. Aircraft registration data indicate that the U.S. has approximately 46,000 registered aircraft, accounting for about 42% of the global fleet covered by comparable statistics. In the business aviation segment, the disparity is equally striking: in 2019, there were approximately 4,160 business aircraft registered across Europe, while in the U.S., that number stood at nearly 21,900 aircraft. This order of magnitude directly translates to the availability of aircraft on the secondary market—the selection of used aircraft in the U.S. is many times larger, and the wait time for a specific model and configuration is significantly shorter than on the European market.

The U.S. aviation infrastructure is built around the prevalence of private flights. With over 5,000 public airports and airfields—the vast majority of which serve general aviation exclusively, without commercial traffic—flying one’s own aircraft is an integral part of everyday business travel there. In Europe, airports are more heavily concentrated around major transportation hubs, and access to smaller airports is often hindered by air traffic control hours, landing fees, and bureaucratic procedures. Europe has over 1,800 airfields and flying clubs, but the quality of the infrastructure varies greatly by region.

The European general aviation market is smaller but growing. Global data indicate that the value of the GA market will grow from approximately $27.9 billion in 2024 to approximately $36.8 billion in 2029, and this growth is particularly noticeable in Europe in the business aviation and training segments. According to the General Aviation Market Report, based on data from GAMA, in 2024 alone, 1,772 piston-engine aircraft and 764 business jets were delivered globally, with a total value of $26.4 billion, and the market shows no signs of slowing down.

Prices, Taxes, and Transaction Costs

A direct comparison of aircraft prices in the U.S. and Europe is complex because the list price of a new aircraft is typically set by the manufacturer on a global basis. However, differences become clearly apparent at several other levels: taxation, customs, and certification. These additional costs mean that an aircraft purchased at a nominally “lower” price in the U.S. may actually cost the same or more in Europe. Understanding this cost structure is crucial for anyone who wants to make a rational purchasing decision.

In the United States, sales tax is regulated at the state level and ranges from 0 to approximately 7.25%, with many states offering exemptions for aviation transactions, and completing a transaction in a tax-friendly state is a common and fully legal practice. In Europe, the situation is completely different. Importing an aircraft into the EU as a full import is subject to VAT—which in most EU countries is at least 20%—as well as import duties ranging from 2.7% to 7.7% of the aircraft’s value. In total, import duties on a full import of an aircraft into the EU can range from 17 to 27% of the aircraft’s value. For an aircraft worth several million zlotys, this amount has a tangible, measurable impact on the final bill.

An important concept for European buyers importing an aircraft from across the Atlantic is “Temporary Admission.” This procedure allows an operator from a non-EU country to use a non-EU aircraft in Europe for up to 6 months without paying the full amount of VAT and customs duties, provided that certain documentation requirements are met. This solution is intended for operators based outside the EU. Polish buyers who purchase an aircraft in the U.S. with the intention of using it permanently in Europe must go through the full import procedure and factor these costs into their calculations. An additional risk factor is the exchange rate: aircraft are priced in dollars, and a strengthening of the dollar against the euro or the zloty directly increases the purchase price.

Certification and Regulations: FAA vs. EASA

The two largest aviation regulatory agencies in the world—the FAA (Federal Aviation Administration) in the U.S. and the EASA (European Union Aviation Safety Agency) in Europe—operate according to different philosophies, although both systems pursue the same goal: safety. The FAA, which regulates civil aviation within a single country governed by uniform federal law, can afford to take a more flexible approach to certifying general aviation aircraft. EASA, headquartered in Cologne and covering 32 member states, takes a more formalized, standardized approach that must function within an environment of multiple national authorities and legal traditions.

Both organizations have entered into a BASA (Bilateral Aviation Safety Agreement), which, since 2008, has harmonized certain certification processes and allows both parties to mutually recognize each other’s approvals. This means that an FAA-certified aircraft can obtain a European EASA certificate through a simplified process known as type certificate validation. However, validation is not automatic—EASA conducts its own independent review of the documentation and may impose additional requirements. In practice, importing a new model from the U.S. market to Europe involves a certification process that can take anywhere from several months to over a year and incurs significant costs for the importer or distributor. There is also an important difference regarding the approach to modifications: EASA requires organizations making design changes to hold a DOA (Design Organization Approval), whereas the FAA does not require this.

Equally significant differences can be seen in the licensing of pilots and technical personnel. An ATPL license under the European EASA system requires passing 14 theoretical knowledge exams and is more academically rigorous. The cost of obtaining an ATPL in Europe is estimated at an average of approximately 105,000 EUR, while in the U.S., the equivalent path costs approximately 60,000 EUR. License conversion between the two systems is possible, but at the commercial license level, it requires fulfilling the requirements of the other regulatory authority and is a time-consuming process.

Service and Technical Support Culture

The differences between the U.S. and European aircraft markets are particularly pronounced in the area of maintenance culture, which has practical implications for aircraft operators on an almost weekly basis. In the United States, the maintenance market is decentralized and highly competitive. There are tens of thousands of FAA-certified maintenance facilities there; wait times for inspections or repairs are typically shorter, and labor costs are lower than in Europe. The market for used parts is extensive: there are specialized marketplaces, online auctions, and component distribution networks serving the entire continent.

European maintenance regulations are much more formalized. Maintenance of EASA-certified aircraft requires the involvement of personnel certified in accordance with Part-66 and is performed exclusively by organizations approved in accordance with the requirements of Part-145. Each maintenance task must be properly documented, and certifying staff must approve the aircraft’s return to service with their certification. This system ensures a high and consistent level of safety, but at the same time increases costs and extends turnaround times. For aircraft operators in Poland, this means that their choice of maintenance providers is limited to Part-145-certified organizations, and the availability of specialists for less common aircraft types can be limited.

Importing spare parts from the U.S. to Europe is a separate issue. Each aircraft part must be documented with Form 8130-3 (FAA) or Form EASA-1 in order to be installed on an aircraft registered in Europe. Customs clearance procedures and import formalities can delay delivery and increase its cost. For an operator planning to operate an aircraft in Poland or another EU country, having a contract with a distributor that ensures quick access to certified components is a practical necessity, not a luxury.

Comparison of Key Differences: The Aircraft Market in the U.S. vs. Europe

How to Buy an Airplane from the U.S. and Operate It in Europe

Purchasing an aircraft on the U.S. market and importing it to Europe is a path chosen by some European buyers, particularly in the used piston-engine and turboprop aircraft segment. The U.S. market offers a wider selection and often more attractive list prices—however, the total cost of acquisition, after factoring in VAT, customs duties, EASA certification costs, freight, and any technical modifications—may be similar to the purchase price of a comparable aircraft available in Europe. Each such transaction should be analyzed on a case-by-case basis with the assistance of a specialist familiar with both legal systems.

The key stages of the import process include: validation of the certificate by EASA or the national civil aviation authority, registration in the European register, payment of customs duties and taxes, and adaptation of the aircraft’s equipment to the requirements of European airspace (Mode S transponder, required IFR equipment). Equally important is verifying the aircraft’s maintenance history—documentation maintained in accordance with FAA standards must be translated and approved by a European authority. Failure to complete any of these steps may result in costly delays or the inability to obtain a European airworthiness certificate.

It is worth noting that models such as the Cessna Skyhawk, Cessna Skylane, and Cessna Grand Caravan are designed and manufactured in the U.S., but sold and serviced in Europe through networks of authorized distributors with full EASA documentation. This means that when purchasing such an aircraft through a European distributor, the buyer receives an aircraft ready for operation in European airspace, with access to a service network and without the risks associated with handling the import process independently. The helicopters from the MD Helicopters family—available in Poland through GB Aircraft—operate in a similar manner; thanks to an authorized distribution chain, they are delivered to the operator with a complete set of required European documentation.

The Resale Market, New Purchases, and a Decision That Really Matters

Understanding the differences between the U.S. and European aircraft markets allows you to approach a purchase methodically rather than intuitively. In the secondary market, it’s worth asking: where and by whom was the aircraft serviced, under which regulatory system did it operate, and what does this mean for its future operation in Poland or another EU country? An aircraft with an FAA registration may be technically excellent, but integrating it into the European maintenance system will require additional time and resources. In the primary market, on the other hand, it is worth considering whether a lower purchase price translates to a lower total cost of ownership (TCO)—a calculation that includes insurance, maintenance costs, service availability, and downtime.

For operators in Poland, a key advantage is the availability of local or regional maintenance support for a specific aircraft type. Whether purchasing a new aircraft or considering an import from the U.S., it is worth checking in advance where in Central Europe a certified Part-145 performs inspections on the selected model, what the standard wait time for parts is, and what the actual availability of personnel with type ratings for that specific aircraft is like. These are questions that an authorized distributor should answer without hesitation—and this is one of the most important signs that you are dealing with a partner, not just a salesperson. If you are evaluating a specific aircraft and want to compare the options available through authorized distribution channels, contact GB Aircraft for detailed information tailored to your operational needs.

FAQ

Can an aircraft registered in the U.S. (N-reg) legally fly in Europe?
Yes, provided that the requirements for Temporary Admission or full import into the EU are met. The pilot must hold a valid license recognized by the country in which the aircraft is registered. An N-reg aircraft flying in Europe is subject to customs inspections and must meet European airspace requirements regarding navigation equipment.

Why are used airplanes in the U.S. cheaper than comparable aircraft in Europe?
The main reasons are the size of the market (significantly greater supply), lower transaction taxes, and lower maintenance costs, which translate into lower long-term ownership costs and, consequently, a lower selling price. Once the costs of importing into the EU are factored in, the price difference often disappears.

Does EASA accept inspections performed by an FAA Part 145 maintenance organization?
Not automatically. Maintenance of EASA aircraft must be performed by organizations certified in accordance with EASA Part-145. The only exceptions are specific situations provided for in bilateral agreements and EASA procedures regarding maintenance outside the EU.

Can a pilot with an FAA license fly an airplane in Poland?
Yes, to a limited extent. A pilot with an FAA license may fly a U.S.-registered aircraft (N-reg) within the territory of the country that issued the license or that mutually recognizes it. Flying an aircraft registered in Poland requires a Polish EASA license. Conversion of a PPL between systems is possible under the BASA/TIP-L agreement, but conversion of a commercial license requires meeting additional EASA requirements.

What are the biggest mistakes people make when importing an airplane from the U.S. to Europe?
The most common mistakes are: underestimating the total customs and tax costs, failing to analyze the EASA certificate validation for a given model in advance, ignoring differences in technical documentation between the FAA and EASA, and failing to confirm in advance with a Part-145 maintenance facility that it is prepared to service the imported aircraft. Any of these mistakes can result in delays lasting several months and unforeseen expenses.