Memorandum D3-2-1: Air Pre-Arrival and Reporting Requirements

General information

2. The Customs Act, the Reporting of Imported Goods Regulations and the Transportation of Goods Regulations, establish the time, manner and who is required to send ACI/eManifest data pertaining to commercial cargo and conveyances entering, FROB or moving in-transit through Canada.

3. Except as otherwise prescribed in the Reporting of Imported Goods Regulations and the Transportation of Goods Regulations, all goods imported, moving in-transit through Canada or FROB, must be reported to the CBSA at the FPOA in Canada, even when exempt from the requirement to provide ACI/eManifest. The requirement to report cargo and conveyances to the CBSA is effected electronically, orally or in writing, in the prescribed manner as described in the Reporting of Imported Goods Regulations.

4. The receipt of ACI/eManifest cargo and conveyance data enables the CBSA to:

• more effectively manage high risk goods and identify threats to health, safety, and security prior to the arrival of cargo and conveyances in Canada
• allow low risk goods a more efficient, streamlined process at the border
• control the movement of in bond goods

5. Submission of this ACI/eManifest data within prescribed timeframes, when combined with the arrival of the conveyance in Canada satisfies the requirement for "Report of Goods" as set out in subsection 12(1) of the Customs Act.

Carrier identification requirements

6. For the purpose of identifying carriers and freight forwarders, a bonded or non-bonded CBSA carrier code will be assigned to a company upon authorization.

7. All carriers who cross the border must obtain and use their own CBSA assigned carrier code, whether they are transporting goods to be cleared at FPOA, FROB, in bond or in-transit through Canada.

8. The carrier code forms the prefix of the CCN, which is a unique shipment number that the carrier chooses. The combination of the carrier code and unique shipment number creates a CCN. This procedure also applies to freight forwarders for secondary reporting and control of in bond cargo that is consolidated or deconsolidated in Canada.

Note: The carrier code must always be at the beginning of the CCN and the unique shipment number used for each CCN must not be the same.

9. For information pertaining to carrier code requirements and how to obtain a carrier code, refer to Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods.

Carrier obligations

10. As per section 7.1 of the Customs Act, carriers are liable to ensure all information provided to the CBSA, including ACI/eManifest, is true, accurate, and complete. Furthermore, as per section 22 of the Customs Act and section 7 of the Transportation of Goods Regulations, the information transmitted must be supported by source documentation (for example, bills of lading, invoices, contract of carriage) and made available to the CBSA upon request.

Liability

11. For information on the carrier's liability pertaining to ACI/eManifest information, refer to Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods.

Record keeping

12. In addition to records required to be maintained for other CBSA programs, every person who transports or causes goods to be transported into Canada, or transports or causes to be transported within Canada, goods that have been imported but have not been released is required under the Transportation of Goods Regulations to keep records of the electronic data that has been transmitted to the CBSA and any acknowledgment of receipt of that data received from the CBSA. The records that must be kept include all source documents, in paper and/or electronic format, specifically related to the individual data elements transmitted and information reported at time of arrival.

13. For CBSA purposes, records by means of which the person gives the Agency information under subsection 12.1(1) of the Customs Act related to the conveyance, cargo transmission and report upon arrival must be kept for a period of three (3) complete calendar years plus the current year during which the cargo and conveyance to which the records relate were transported.

Monitoring

14. In addition to all other monitoring and verification activities, the CBSA will perform periodic monitoring of the records kept by carriers related to electronic conveyance and cargo information. The monitoring will confirm whether the conveyance and cargo data were submitted in a timely manner and that ACI/eManifest information transmitted is true, accurate and complete and corresponds to the information contained on the source documents on file. This would include the use of exceptions/exemption codes.

Air cargo reporting requirement

15. All information on air cargo shipments (including company owned material (COMAT)) entering or transiting Canada (including FROB shipments) must be transmitted electronically in accordance with the ACI/eManifest notification guidelines, procedures and timeframes outlined in this memorandum.

Conveyance reporting – all commercial aircrafts

16. All commercial aircrafts (passenger and/or cargo) must report to and land at a Canadian authorized AOE. Commercial cargo aircraft or passenger aircraft carrying commercial goods must report to and land at an AOE that provides commercial services during regularly scheduled hours of operation. Special permission must be obtained to report to a non-authorized AOE, an AOE not equipped with commercial services (if carrying commercial goods), or to report outside of business hours. Information on Special Services can be found in Memorandum D1-2-1: Special Services, or you may contact the local CBSA office at the airport of destination.

Authorized airport of entry

17. All air cargo imported into Canada must enter the country via an authorized AOE designated to have commercial services. In addition, in bond goods may only be transported between airports that provide commercial services for the handling and/or clearance of the in bond goods. For a list of services available at each CBSA Office, refer to Directory of CBSA Offices and Services.

Air cargo at airports without commercial services

18. Goods may be manifested to an airport that does not normally handle commercial shipments provided the delivering carrier has made arrangements, approved by the CBSA office involved, to have the cargo delivered into a sufferance warehouse licensed to receive air cargo for CBSA clearance. For more information on sufferance warehouses, refer to Memorandum D4-1-4: Customs Sufferance Warehouses.

19. In an emergency situation, commercial services may be provided at a non-commercial port. The requirements of the Canadian Transportation Agency (CTA) must be adhered to and special service or cost recovery charges may apply. Airports that provide commercial services are identified in the Directory of CBSA Offices and Services. Information on special service fees can be found in Memorandum D1-2-1: Special Services.

Cargo and conveyance transmission timeframes

20. Carriers (or an authorized third-party service provider acting on the carrier's behalf), are required to prepare and transmit the required ACI/eManifest cargo, and conveyance information within the timeframes specified in the Reporting of Imported Goods Regulations.

21. In the air mode, the ACI/eManifest conveyance and cargo information for specified goods must be received, as outlined in the Reporting of Imported Goods Regulations, at least four hours prior to the aircraft's arrival at the FPOA and no later than four hours before the aircraft is scheduled to arrive or, if the duration of the flight is less than four hours, no later than the aircraft's time of departure.

Reuse timeframes for cargo control number and conveyance reference number

22. CCNs and CRNs for the following ACI/eManifest reports can be reused after one year:

• air primary cargo reports
• air split shipment reports
• air conveyance reports

23. CCNs, transport document numbers (TDNs) or CRNs used for CSA purposes in all modes will continue to be subject to the CBSA's requirement that they remain unique and cannot be reused for three years starting January 1st of the year following its initial use. For additional information on the CSA program, refer to Memorandum D23-2-1: Customs Self-Assessment Program for Carriers.

24. A CCN or CRN that is attached to a transaction number that has an outstanding related request associated to it should not be reused until all CBSA processing related to the transaction is completed.

Electronic communications with the CBSA

25. Carriers must transmit data using the CBSA's EDI system. Before initiating the application process (outlined below), carriers/freight forwarders must have a valid CBSA assigned carrier code as per section 12.1 of the Customs Act. For information on obtaining a carrier code, refer to Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods.

Application to transmit electronic data to the CBSA

26. Carriers using EDI are required to complete an application form and submit it to the Technical Commercial Client Unit (TCCU).

27. EDI clients may choose to transmit their own data to the CBSA or they may choose to use a service provider. For more information on how to apply, to participate in EDI, methods of electronic communication and general information on EDI, refer to EDI/Portal Clients: Communication Methods.

28. For all enquiries related to any problems with electronic transmission of data and the related application process, or to obtain a copy of Chapter 2: Advance Commercial Information Air of the ECCRD, contact the TCCU at:

Technical Commercial Client Unit

• Phone: 1-888-957-7224 (Canada and United States)
  • Option 1 for EDI transactions
  • Option 2 for technical Portal assistance
• Email: tccu-ustcc@cbsa-asfc.gc.ca

Data transmission guidelines

29. Commercial carriers should note that providing ACI/eManifest data does not replace the requirement to provide Advance Passenger Information/Passenger Name Record (API/PNR) data.

Primary cargo control data

30. The primary CCD must be electronically transmitted to the CBSA by the carrier or a service provider authorized by that carrier to transmit on their behalf, within the prescribed timeframes as specified in the Reporting of Imported Goods Regulations. An air cargo transmission is mandatory for all import, in-transit, and FROB cargo.

31. For consolidated shipments, the supplementary data required indicator must be used to indicate that supplementary/house bill data are forthcoming.

32. Exceptions to this requirement are listed in the section "Exceptions from cargo data – only conveyance data required" in this memorandum.

33. A complete list of the information that an air carrier must include in the primary cargo transmission can be found in Chapter 2: Advance Commercial Information Air of the ECCRD.

Sublocation codes

34. Sublocation codes are data elements that carriers and freight forwarders must include on all cargo control documents for import and in-transit shipments.

35. The sublocation code is a four-digit identification number that identifies the location of goods (for example, sufferance warehouse) where the goods are destined or will be destined in case they are referred, and is utilized by the CBSA to send appropriate electronic notifications.

36. In some instances, goods arriving in Canada, are not destined to a sufferance warehouse. In these instances, a specific sublocation code cannot be provided by the carrier, and a generic (9000) code is permissible to be used instead. For a list of sublocation codes, refer to Sufferance Warehouses: Customs office generic sublocation codes.

37. Goods arriving by air, which land at an airport where a suitable sufferance warehouse does not exist to store those types of goods, must be released prior to their offload from the aircraft, and must be at a designated AOE.

Supplementary cargo and house bill data

38. When the primary cargo is consolidated, the supplementary data indicator on the air primary cargo must be set to "yes" to allow for supplementary and/or house bill data, transmitted by the freight forwarder, to link to the air primary cargo report. For further information for freight forwarders or air carriers transmitting electronic house bills or supplementary data as a freight forwarder, refer to Memorandum D3-3-1: Freight forwarder pre-arrival and reporting requirements.

Split shipment cargo data

39. The split shipment process was designed to accommodate goods that were manifested as one shipment and then split prior to departure due to carrier capacity constraints. The transmission of a split shipment may only occur when the following conditions are met:

• must be consigned to the same party
• must have been accepted by the carrier in the same place of acceptance
• must be destined to the same CBSA office of destination (discharge)
• must be same shipper

40. Split shipment data must be transmitted to the CBSA by the carrier or a service provider authorized by that carrier to transmit on their behalf, within the prescribed timeframes as specified in the Reporting of Imported Goods Regulations.

41. The carrier will use the primary cargo data to transmit information on the master AWB, noting the manifested quantity, and will then submit each portion of the split using the split shipment process. Each split shipment will note the conveyance and boarded quantity as well as referencing the original primary CCN. The sum of the boarded quantity of all the splits must equal the manifested quantity of the primary cargo.

42. Any supplementary cargo data transmissions or house bill transmissions that are required for a split shipment must be applied to the primary cargo report, and not to the individual split shipment transmissions.

43. When there are no house bills associated to a primary air cargo, and the shipment is split, the importer has three options upon arrival of the first part lot:

• Wait for the entire shipment to arrive before having the goods released.
  • Upon arrival of the final part lot, the primary CCN is arrived by the warehouse operator. If released, the entire shipment can exit the warehouse.
• File a release for the entire amount and have the first part lot arrived.
  • Upon arrival of the first part lot, the primary CCN is arrived by the warehouse operator. The same release notification may be cited to allow the first and any subsequent part lots to exit the warehouse.
    • Arrival of the first part lot (for example, 78 out of 100 cartons total on the master AWB), with the WACM arriving the total cartons on the master AWB (100 cartons).
• File an abstract (a paper based process) to separate the part lot that has physically arrived and have that portion released.
  • Upon arrival of the first part lot, the primary CCN is arrived by the warehouse operator.
    • Arrival of the first part lot (for example, 78 out of 100 cartons total on the master AWB), with the WACM arriving the total cartons on the master AWB (100 cartons).
  • A separate release request would have to be filed for each abstract.

Note: The importer will advise the warehouse operator which option they choose, and the warehouse operator will arrive the cargo according to the option chosen.

44. A complete list of the information that must be included in the split shipment transmission can be found in Chapter 2: Advance Commercial Information Air of the ECCRD.

45. The value of the entire shipment will be used to determine if the goods are eligible for the CLVS program. Shipments cannot be split in order to qualify for the CLVS program.

Conveyance data

46. The COC or a service provider authorized by that carrier must prepare and transmit an electronic transmission to the CBSA with the required conveyance data within the timeframes, as specified in the Reporting of Imported Goods Regulations.

47. There are some exemptions to this requirement and these exemptions are listed in this memorandum.

48. Only one conveyance transmission is to be submitted per aircraft. In the case of airline agreements such as code-share/interline agreements, the COC or a service provider authorized by that carrier is responsible for providing electronic conveyance data for the aircraft.

49. The conveyance data must contain a CRN which is a unique reference number provided for each flight into Canada. The CRN is composed of the flight number as established by the COC followed by the scheduled date of departure (XX123yymmdd).

50. An estimated date and time of arrival (EDTA) at the first Canadian port of arrival provided in Eastern Time (ET) is mandatory.

51. The COC will be required to transmit a change to the air conveyance transmission to amend the FPOA and/or EDTA to advise the CBSA of any unscheduled re-routes, changes to the EDTA greater than 30 minutes, or changes to the aircraft's itinerary.

52. A change in EDTA of less than 30 minutes requires no notification; however, the CBSA may send a risk assessment notice at any time up to the EDTA as transmitted on the conveyance report. Therefore, goods are not authorized to move from the sufferance warehouse prior to the EDTA transmitted on the conveyance report or until the CBSA system updates the status of the conveyance and related cargo, and acknowledges the report of the conveyance and cargo with a section 12(1) report message to the originator of the CACM.

53. A complete list of the information that must be included in the conveyance data can be found in Chapter 2: Advance Commercial Information Air of the ECCRD.

Conveyance arrival certification message

54. A CACM must be received after the aircraft is cleared by NAVCAN to land at an airport of arrival, as defined in the regulations, upon arrival in Canada. The CACM must be transmitted in addition to information and requirements listed in in this memorandum.

55. To meet the reporting requirements under section 12(1) of the Customs Act, the COC must transmit a CACM upon arrival at the FPOA.

56. The CACM is required in addition to the cargo and conveyance data previously transmitted according to the prescribed timeframes, as described in the Reporting of Imported Goods Regulations.

57. Conveyances exempt from transmitting ACI/eManifest data to the CBSA are, therefore, exempt from transmitting the CACM. Exempt conveyances must be reported to the CBSA at the FPOA, under section 12(1) of the Customs Act. However, if an air carrier chooses to voluntarily transmit an electronic ACI conveyance report for an ACI/eManifest exempt aircraft (for example, commercial passenger aircraft that are not carrying commercial cargo, empty aircraft), the CACM must be transmitted in order for the arrival status in the CBSA system to be finalized. Report on arrival requirements under section 12(1) of the Customs Act, applicable to exempt conveyances, are listed in this memorandum.

58. Upon receipt, validation and acceptance of the CACM, the CBSA system updates the status of the conveyance and related cargo, and acknowledges the arrival of the conveyance with a section 12(1) "Reported Notice" to the originator of the arrival message. This notice indicates that the carrier (as identified by the CBSA carrier code transmitted within the conveyance report) has met their obligation to report under section 12(1) of the Customs Act for the conveyance, and all shipments detailed on cargo documents that are linked to that conveyance. The CACM will generate any release/referral notification messages for shipments requesting FPOA release.

59. All section 12(1) "Reported Notices" sent to the carrier must be kept on file and made available to the CBSA when requested. For more information refer to the Transportation of Goods Regulations.

60. For a complete list of the information that must be included in the CACM, refer to the Advance Commercial Information ACI/eManifest Non-highway Conveyance Arrival Certification Message Implementation Guide (found in Chapter 2: Advance Commercial Information Air of the ECCRD). For a copy of this guide, contact the TCCU at:

Technical Commercial Client Unit

• Phone: 1-888-957-7224 (Canada and United States)
  • Option 1 for EDI transactions
  • Option 2 for technical Portal assistance
• Email: tccu-ustcc@cbsa-asfc.gc.ca

Notifications and error messages

61. All ACI/eManifest data received will be validated and processed through the CBSA systems, and the CBSA will transmit response messages back to the sender. Notices are sent via the same route as the incoming transmission.

62. There are two types of response messages clients can expect to receive from the CBSA systems when submitting ACI/eManifest transmissions by electronic means:

• positive responses
• error responses

63. Positive responses are issued in the form of acknowledgements. Acknowledgements are generated when the EDI transmission has successfully passed all syntactical, conformance and validation edits.

64. Error responses are issued in the form of reject notices. An error code will be transmitted to the sender indicating the nature of the error. Carriers must make changes to transmissions in error and re-send to the CBSA in a timely manner. The rejected report will be considered by the CBSA as non-transmission of the conveyance and/or cargo data until the identified errors have been addressed and the data is in accepted status by the CBSA system.

65. For a complete description of all notifications, response time frames, error messages and codes and their application, as well as hold for information (HFI) notices, refer to the Electronic Commerce section or Chapter 2: Advance Commercial Information Air of the ECCRD.

Manifest forward

66. For consolidated shipments, freight forwarders are able to nominate their primary carrier as a "secondary notify party," enabling the carrier to view house bill data.

67. For more information on Manifest Forward, refer to Chapter 11: ACI/eManifest Notices of the ECCRD.

Risk assessment notices

68. Risk assessment notices may be issued when the CBSA requires the client to provide more information regarding the cargo or, to provide the client with specific instructions regarding the unloading of the cargo.

69. Risk assessment notices seeking further information issued by the CBSA should be responded to as soon as possible. Carriers have up to four hours from the time the CBSA issues the risk assessment notice to respond to an outstanding risk assessment notice. Failure to respond to a risk assessment notice within four hours from issuance may result in delays of the shipment such as, holding the shipment upon arrival for further information/inspection and/or sanctions for non-compliance including the issuing of an administrative monetary penalty (AMP).

70. Similar to reject notices (or error codes), risk assessment notices (such as "hold" notices) will include a coded field identifying the reason the notice was issued and the specific data element requiring clarification or further explanation. In addition, risk assessment notices may also include free text remarks providing external clients with additional information concerning the coded field or instructions.

71. The CBSA systems will send "hold," "do not unload" and/or "cancellation" coded messages back to the sender and other relevant parties. The message is sent out to the party(ies) via the same electronic means as the incoming transmission. These messages will reference the CCN.

72. In instances where there is an outstanding risk assessment notice and the importer/broker has received a release notification, the carrier or sufferance warehouse operator will hold the shipment until the risk assessment notice is resolved.

73. If there is a "hold" on a cargo that has been released/acquitted, the "hold" supersedes the release/acquittal and the cargo cannot be removed until the "hold" is removed by the CBSA.

Corrections to cargo and/or conveyance data

74. Changes to cargo and/or conveyance data shall be made as soon as they are known, as per Chapter 2: Advance Commercial Information Air of the ECCRD.

75. Changes/corrections to conveyance data may be made electronically at any time prior to the arrival of the aircraft at the FPOA or transmission of CACM.

76. If the cargo has been released/acquitted, the CBSA system will not accept electronic changes. Only a BSF673: House Bill, Cargo and Conveyance Manual Amendment Form – Post Arrival – All Modes requesting "key" data elements changes will be accepted and must be presented in duplicate at the local CBSA commercial office.

Add/change/delete (cancel)

77. An "add" is used for the first transmission (original) of any data, whether it is cargo or conveyance data. It must be transmitted within the timeframes as prescribed in the Reporting of Imported Goods Regulations.

78. A "change" involves the ACI/eManifest re-transmission of the entire record (all applicable data elements), which will then replace the entire record on file. As a rule, a carrier will be required to transmit a change to update the current conveyance or cargo record when any of the data elements on the current transmission to the CBSA change. Electronic conveyance corrections by clients will be accepted up to the estimated time of arrival (ETA) reported on the conveyance report. Individual data elements are not to be transmitted separately.

79. However, if a CCN on a cargo transmission or the actual CRN on a conveyance transmission needs to be changed, the client must first transmit a record to delete the cargo, conveyance report, and then transmit an "add" for the new report with the new CCN or CRN. A change request will not be accepted in that case.

80. A "delete" (cancel) is used for the complete removal of records or packages of records. If individual data elements or loops of segments are to be deleted, these must be processed as changes. The specific data transmitted on the delete does not necessarily have to be identical to the original add or change – only the "key" data (for example, CCN or CRN and whether the record is a cargo or conveyance) must be identical.

81. Deletions may be made at any time up until the CACM has been submitted.

Note: Un-arrived cargo and conveyance records are to be deleted (cancelled) if unused within 30 days.

82. For conveyance transmissions, electronic cancellations will be accepted at any time as long as there are no related cargo transmissions on file. If an aircraft is no longer coming to Canada, the electronic conveyance transmission must be deleted.

Small parcel service

84. A number of airlines operating transborder into Canadian airports have special procedures for the rapid movement of small parcels of urgently required materials. This is a process normally used for the movement of magnetic tapes, printouts, business correspondence, business statements, news material, films, etc.

85. While the procedure was designed by carriers to expedite the movement of small single shipments, various courier services are using the system to move a number of small shipments contained in one package and documented on one AWB. Such instances are considered to be consolidations, and the courier service involved must break the package down on form A10: Cargo Control Abstract, an approved consist sheet if the shipment qualifies under Memorandum D8-2-16: Courier Imports Remission, or on a CRL for approved CLVS Program participants. Further information on form A10 may be found in Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods.

86. Courier shipments carried in bond under exclusive charter arrangements may be delivered directly to the courier's sufferance warehouse or to its contracted agent at the airport of destination.

Courier low value shipments

87. For air cargo arriving with only CLVS shipments on board the aircraft, no ACI/eManifest cargo or conveyance is required. The CRL is provided to the port of release within the prescribed timeframes. For additional information concerning the CLVS Program, refer to Memorandum D17-4-0: Courier Low Value Shipment Program.

Mixed Load (CLVS and non-CLVS shipments onboard)

88. Mixed loads are when there are non courier low value shipments (non-CLVS) and CLVS under one single AWB.

89. The air carrier transmits the ACI/eManifest conveyance and cargo report for non-CLVS shipments. The air carrier must submit the consolidated air cargo report for the total weight and piece count. Each individual non-CLVS shipment requires a house bill.

90. The CLVS portion of the shipment requires either a house bill or a supplementary report stating "CLVS shipment" within prescribed timeframes in the cargo description field. The house bill or supplementary report must be submitted with the approved participant CLVS modal carrier code.

91. The CRL is provided to the port of release within the specified timeframes.

92. The CBSA, at the port of entry (POE), may request supporting documents, including a copy of the CRL.

93. However, in situations where one primary AWB documents both CLVS shipments and non-CLVS shipments, an ACI/eManifest cargo transmission accounting for the total weight and piece count is required for all goods listed on the AWB.

94. In these instances, house bill data for each non-CLVS shipment and one house bill or supplementary transmission to account for all CLVS shipments must be provided. The house bill or supplementary transmission for the CLVS shipments will indicate "CLVS Program Shipments" in the description field; the total weight of all CLVS shipments in the weight field; and the total pieces of all CLVS shipments in the "lading quantity" field.

95. Should cargo previously reported under the CLVS Program be removed from the CLVS stream pre-arrival, ACI/eManifest data is required to be submitted to the CBSA within the prescribed timeframes.

96. Should cargo previously reported under the CLVS Program be removed from the CLVS stream post-arrival, the client is not to transmit ACI/eManifest data. However, if removed from the CLVS stream prior to arrival, full ACI/eManifest data is required.

In-transit shipments

97. When cargo arriving in Canada by aircraft is unloaded from the conveyance and moves in-transit through Canada, and the air carrier's contract of carriage ends in a country other than Canada, the in-transit movement type code 23 must be provided. In addition, consignee information must be provided in the consignee name and address fields.

Domestic in-transit shipments

98. When the carrier's contract of carriage ends in Canada and they are aware that the shipment is in-transit, the CBSA requires that they transmit their cargo as per above, with the in-transit movement type code 23. However, if the carrier's system will not accept the code, the words "in-transit" should be provided in the remarks field, along with movement type code 24 (cargo import).

99. The CBSA acknowledges carriers are not always aware that the shipment is in-transit. If this is the case, then the import movement type, code 24, will be accepted on the cargo transmission. The consignee name and address will be provided in the consignee name and address field. A Canadian name and address will also be transmitted in the delivery address field. This may be a sufferance warehouse or rail yard.

Freight remaining on board cargo

100. For a FROB shipment destined to a third country and never intended to be imported into Canada, the responsible carrier must comply with the requirements to provide ACI/eManifest cargo, and conveyance information within the timeframes specified in the Reporting of Imported Goods Regulations. The FROB movement type code 26 must be used.

101. For more information on transmission requirements for FROB cargo, refer to Chapter 2: Advance Commercial Information Air of the ECCRD.

Airline agreements

102. For information on the responsibility to provide ACI/eManifest by cargo carriers and COC in a business agreement (consortium, code share, interline, brokered load and variations thereof), refer to Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods.

103. Notwithstanding any business agreement such as an interline agreement, the carrier code on the cargo report is ultimately responsible for the information provided to the CBSA.

104. For additional information on ACI/eManifest requirements toward code-share and interline agreements, refer to Chapter 2: Advance Commercial Information Air of the ECCRD.

Emergency stops/diversions

105. Emergency diversions include only diversions resulting from security threats, medical reasons, mechanical reasons, or weather conditions.

106. An aircraft that is not originally destined to Canada, but that is forced to land in Canada due to unforeseen circumstances, may be subject to a review of their paperwork for health, safety, and security risk assessment purposes. This review will be conducted at the aircraft upon arrival and, therefore, ACI/eManifest data is not required. As soon as it is known, the carrier should contact the CBSA office (Directory of CBSA Offices and Services) where the diversion/emergency landing is to occur.

107. When an emergency diversion occurs within Canada, the COC will be required to notify the National Targeting Centre (NTC) 24 hours a day, 7 days a week to advise of the diversion and the reason prior to aircraft's arrival at the new airport. The FPOA for the conveyance and all related cargo transmissions must be corrected electronically.

NTC: 1-855-NTC-1CNC (1-855-682-1262 within Canada or the United States) or 1-613-941-0004 (overseas callers).

108. When an emergency diversion occurs outside of Canada, carriers are not required to notify the CBSA. Rather, the ACI/eManifest conveyance transmission must be corrected as soon as possible to reflect the updated EDTA, and routing information. ACI/eManifest cargo transmission(s) must also be corrected as soon as possible to reflect any applicable information.

109. If an emergency diversion occurs outside of Canada, and additional cargo is loaded onto the aircraft at the airport to which the aircraft was diverted, the pre-arrival procedures for emergency diversions will not be allowed and, the carrier will be required to update the conveyance transmission and transmit the applicable ACI/eManifest cargo data for the newly laden cargo within the prescribed timeframes, as outlined in this memorandum.

110. All diversions (unless considered an emergency) require the carrier to update the conveyance transmission within the prescribed timeframes.

Overages and shortages

111. Where there are discrepancies between transmitted data and/or reported cargo and the actual number of pieces found on arrival, the process documented in the Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods must be followed. An overage occurs only where ACI/eManifest data was transmitted and the quantity of goods initially reported upon arrival at the FPOA, is found, by the carrier/freight forwarder to exceed the quantity of goods reported to the CBSA pre-arrival and upon arrival.

112. If no ACI/eManifest data was transmitted and no report occurred, and the goods are discovered post-arrival, this constitutes non-report, not an overage, and may be subject to an AMP.

Foreign aircraft servicing equipment

113. Machinery and equipment for use within the confines of an international airport to service inbound and outbound flights of foreign registered aircraft may be imported into Canada without payment of customs duties but are subject to the GST.

114. ACI/eManifest cargo and conveyance information pertaining to each initial transportation of foreign aircraft servicing equipment into Canada must be transmitted within the guidelines and procedures outlined Reporting of Imported Goods Regulations.

115. For more specific information, refer to Memorandum D8-2-5: Application of the Foreign Aircraft Servicing Equipment Remission Order.

Commissary equipment

116. Foreign airlines operating international flights into Canada may have to replace galley equipment and aircraft furnishings (headrest covers, cabin curtains, etc.) during turn-around periods. Each airline is allowed to keep a sufficient quantity of such goods in Canada for the replacement needs of the airline, and the CBSA maintains an inventory list. The airline is then responsible for paying the duty and taxes on any goods disposed of in Canada.

117. ACI/eManifest cargo and conveyance information pertaining to each initial transportation of commissary equipment into Canada must be transmitted electronically, within the guidelines and procedures outlined in the Reporting of Imported Goods Regulations.

Transborder air shipments in highway service (flying trucks)

118. Bonded air carriers that are providing international air service for transporting cargo may use the services of a highway carrier (secondary carrier) to transport air cargo into Canada. The highway carrier does not require a letter of authorization from the bonded air carrier in order to move the goods under the bonded air carrier's documentation.

119. Where air cargo is being transported by a highway carrier, it is the highway carrier that will transmit ACI/eManifest conveyance data to the CBSA (within the prescribed highway time frames), quoting the flying truck cargo exception code. Cargo information will be presented at the FPOA in the form of paper AWBs. In the case of a non-bonded airline, the highway carrier will transmit both ACI/eManifest cargo and conveyance data and the shipment will no longer be considered a flying truck. For further information, refer to Memorandum D3-4-2: Highway Pre-arrival and Reporting Requirements and Memorandum D3-3-1: Freight forwarder pre-arrival and reporting requirements. Highway carriers will require a paper AWB for the air shipments on board the highway conveyance. No ACI/eManifest data is required from the air carrier.

120. The following procedures apply when air cargo is transported into Canada via highway mode:

• The highway carrier that has contracted with the air carrier reports the goods to the CBSA at the highway FPOA on behalf of the air carrier by presenting the bonded air carrier's properly completed AWB, which serves as the air carrier's report of the goods to the CBSA. If consolidated shipments are presented – consigned to a freight forwarder – a continuation sheet must be attached outlining the required shipment details for each shipment in the consolidated shipment (same information as required on a house bill), which include: actual shipper, ultimate consignee, weight, piece count, and complete description of the goods.
• The CCN on the AWB will include the carrier code of the air carrier, not the highway carrier, and the AWB must show the Canadian airport as the ultimate destination airport.
• The goods must be delivered into a sufferance warehouse licensed to receive air cargo.
• The highway or air carrier must not report again to the CBSA at the airport of destination, as this would create duplicate manifests within the CBSA inventory system.
• The Border Services Officer (BSO) at the highway FPOA retains the mail and station copies of the AWB as proof of report.
• The highway carrier provides the Long room and the CBSA Delivery authority copies of the AWB to the importer or agent of the importer for presentation to the CBSA with the release document(s) at the airport of release. The Warehouse operator copy is given to the sufferance warehouse operator as an inventory control copy.

121. The air carrier assumes full liability for the goods. Any tracers or penalties for cargo infractions are applied against the primary air carrier.

122. In-transit "flying trucks" that are destined to a third country may move cargo by highway carrier to a Canadian airport for export provided:

• the goods are reported to the CBSA by the highway carrier
• the AWB is presented at the FPOA

123. For policies and procedures related to consolidated flying trucks, refer to Memorandum D3-3-1: Freight forwarder pre-arrival and reporting requirements.

124. For policies and procedures related to the exportation of the movement of in-transit air shipments moving by highway, refer to Memorandum D3-1-8: Cargo – Export Movements.

125. No formal acquittal is required for these in-transit export reports as audits are made against the carrier's records.

126. Air carriers not complying with the above requirements are to have their highway substitution privileges revoked, and the shipments treated as normal highway movements.

127. For vehicle sealing requirements, refer to Memorandum D3-4-2. Sealing requirements for air cargo being transported by a highway carrier are based on the carrier status of the air carrier. Where highway and air cargo are being transported in the same vehicle, all highway cargo must be reported and processed as outlined in Memorandum D3-4-2.

Exemptions from cargo and conveyance data sets

130. The following are exemptions from ACI/eManifest cargo and conveyance data sets:

• CSA shipments – full load that meets the eligible goods requirements under section 10.2 of the Accounting for Imported Goods and Payment of Duties Regulations
• mail (Canada Post, US mail, Diplomatic mail, international) – full load
• military goods on military-owned or military-chartered aircraft – no other cargo is on board
• emergency/non-emergency repairs
• emergency diversions (only for original shipments not intended to arrive in Canada)
• empty aircraft – when aircraft is the imported goods/cargo (note: empty aircraft/no cargo)
• commercial passenger aircraft not carrying specified goods
• emergency response vehicles/personnel/equipment for use in emergency situations such as:
  • transportation of human organs for transplant
  • first response fire brigades
  • ambulance patient transport
  • teams assisting in disaster relief circumstances
• specified goods on board a conveyance that enters Canadian airspace while it is proceeding directly from one place outside of Canada to another place outside of Canada without landing in Canada
• hand carried goods (when no other specified goods are on board)
• dunnage – packaging material such as boards, blocks, planks, metal or plastic bracing, used in supporting and securing packages for shipping and handling
• foreign scientific, exploratory or research conveyances not carrying specified goods

Exceptions from cargo data – only conveyance data required

131. The following are exceptions from ACI/eManifest cargo data – only ACI/eManifest conveyance data is required:

• goods that are being imported into Canada under the CLVS program
• mail (Canada Post, US mail, Diplomatic mail, international) – as part of a mixed load

Manner of reporting – ACI/eManifest exempt imports

150. Non-bonded air carriers must report all shipments to the CBSA at the FPOA. This report consists of five copies of an approved CCD. After verification, all copies of the document are numbered, when required, and stamped by the CBSA. To keep the information legible, stamps should be applied to the reverse side of the documents. Two copies (Mail and Station) are kept by the CBSA. Two copies (Long Room and the CBSA Delivery Authority) are given to the importer or agent of the importer for presentation to the CBSA with the release document(s) at the CBSA office of release. The Warehouse operator copy is given to the sufferance warehouse operator to serve as an inventory control copy.

151. Bonded air carriers may report import shipments at either the FPOA or at the destination airport indicated on the waybill. All airports used by the air carrier on route to the final airport of destination must be indicated clearly on the AWB. The destination airport may only change if the carrier has filed a re-manifest or diversion.

152. Bonded carriers require five copies of the IATA AWB or CCD for CBSA purposes. This report consists of five copies of an approved CCD. After verification, all copies of the document are numbered when required and stamped by the CBSA. To keep the information legible, stamps should be applied to the reverse side of the documents. Two copies (Mail and Station) are kept by the CBSA. Two copies (Long Room and the CBSA Delivery Authority) are given to the importer or agent of the importer for presentation to the CBSA with the release document(s) at the CBSA office of release. The Warehouse operator copy is given to the sufferance warehouse operator to serve as an inventory control copy.

153. When cargo is covered by an AWB other than the COC's AWB, the front of the document must be clearly stamped with the COC's correct name and carrier code before presentation to the CBSA. Instead of stamping each AWB, carriers may present their documents in envelopes clearly marked "CBSA Cargo Report" giving the name and code of the COC.

154. When in bond shipments are to be shipped beyond the final point indicated on the AWB, the shipment must be moved by a bonded carrier and properly re-manifested.

Manner of reporting – ACI/eManifest exempt in-transit/FROB shipments – bonded and non-bonded carriers

155. Foreign goods destined to a foreign airport and landed at Canadian airports in the services of non-bonded and bonded air carriers do not need to be documented for CBSA purposes, provided they remain on board the aircraft and no layover is necessary.

156. If the goods will not be exported immediately, they must be documented and reported to the CBSA on an IATA AWB, or on form A8A(B): In Bond – Cargo Control Document. Refer to Appendix A: International Air Transport Association air waybill of this Memorandum for data elements required on an IATA AWB for CBSA purposes. Completion instructions for form A8A(B) are found in Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods.

Diversions and transfers – requirements for ACI/eManifest exemptions

157. Cargo diverted from the original AOE does not require a new CCD or CCN. The carrier who was in control of the shipment at the time of diversion is responsible for preparing a form A30: Diversion Notice.

158. The diversion notice and CCD is given to the importer or connecting carrier if interlined, and presented with the relevant release documents at the CBSA office of release. The diversion notice remains with the accounting document until numbered.

159. For more detailed information on diversions, refer to Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods.

Emergency landing cargo reporting guidelines for ACI/eManifest exemptions

160. If, due to weather conditions or other circumstances, the aircraft has to land at a place not designated for CBSA reporting, the pilot must call the Telephone Reporting Centre (TRC) at 1-888-226-7277, or contact the nearest CBSA office immediately upon landing in Canada. Depending on the circumstances, the flight may be cleared by telephone, the pilot and travellers may be requested to await the arrival of a CBSA officer, or the pilot may be requested to fly the travellers to the nearest AOE at the first opportunity.

Import/inbound goods

161. If an aircraft carrying cargo for import is forced to land at an airport other than its intended destination due to weather conditions, mechanical issues affecting the safety and security of the aircraft and passengers, or medical situations requiring immediate attention, the COC is advised to provide verbal notification of the details of the emergency landing to the CBSA at the airport of emergency landing (or the closest airport with CBSA commercial clearance capabilities) and the airport of original destination. For a listing of CBSA offices and the types of services offered, refer to Directory of CBSA Offices and Services.

162. If the cargo will remain on board the aircraft while at the emergency landing site, or be transferred to a replacement aircraft for transportation to the original airport of destination for CBSA clearance, generally, no additional paperwork, such as a diversion notice, will be required at the time of clearance to document the emergency landing. Clients should verify with the CBSA at the airport of destination whether a diversion notice is required, or not.

163. If the cargo is being presented for clearance at the emergency landing site (if CBSA commercial clearance is available), diversion documentation must accompany the clearance/release paperwork. Diversion documentation requirements and procedures are outlined in this memorandum.

Cargo not destined to Canada

164. The following procedures apply to cargo not destined to Canada that has landed in Canada as a result of weather conditions, mechanical issues affecting the safety and security of the aircraft and passengers, or medical situations requiring immediate attention:

• The COC is advised to provide verbal notification of the details of the emergency landing to the CBSA at the airport of the emergency landing (or The closest airport with CBSA commercial clearance capabilities).
• The cargo may be transferred from one aircraft to another only under CBSA supervision, and the identifying markings of the replacement aircraft and a brief notation of the circumstances must be provided to the CBSA.
• At the discretion of the airline, the cargo may be forwarded to the United States by a bonded highway carrier on an IATA AWB or other CBSA approved CCD indicating complete details of each shipment. In the case of mail bags, the CCD must show the number of bags and describe the goods as "mail bags." The document must be prepared in triplicate and numbered from the local series. One copy will be returned to the carrier for presentation to the CBSA at the point of exit. The remaining copies will serve as the Mail and Station copies.
• The transfer of the cargo from the aircraft to the highway conveyance must be conducted under the supervision of the CBSA who will seal the vehicle with an Agency seal and note the seal number(s) on the CCD. If the seals are intact at the point of exit, the vehicle may be allowed to proceed without further examination.
• Where the cargo has to be removed from the aircraft and held pending availability of another aircraft or a bonded carrier's conveyance, they must be placed in a sufferance warehouse. The cargo must be reported to the CBSA on an IATA AWB or other CBSA approved CCD. At the time of transfer, the applicable procedures outlined in paragraph (b) or (d) of this section must be followed.

165. Carriers that are not bonded cannot carry in bond cargo beyond the CBSA office of arrival. However, when a non-bonded foreign aircraft carrying goods into Canada makes an emergency landing other than its final destination, it may continue to the final destination without posting a single trip bond. In this case, the cargo must be reported to the CBSA at the initial CBSA office. When stopovers occur at either Gander or Goose Bay, carriers may continue to destination after presenting form AG1: General Declaration (Outward/Inward) to the CBSA, or report the goods at the initial CBSA office.

166. To ensure control, the initial CBSA office of report is to advise the CBSA at the final destination of the carrier's expected arrival.

167. The CCD is numbered and stamped by the CBSA. When the initial CBSA office is non-automated, the mail copy of the CCD is mailed to the CBSA office of destination. Otherwise, it is keyed into the automated system. The Station copy is filed, and the Long room, the CBSA Delivery authority, and Warehouse operator copies are returned to the carrier for reporting at final destination.

168. At destination, the Long room and the CBSA Delivery authority copies are given to the importer for presentation with the release document(s) at the CBSA office of release, and the Warehouse operator copy to the sufferance warehouse operator to serve as an inventory control copy.

Split shipment reporting procedures for ACI/eManifest exemptions

169. Split shipments (part lots) occur when portions of a shipment covered by one AWB enter the country at different times due to carrier capacity constraints.

170. Under this procedure, the air carrier must report all parts of the split shipment as they arrive.

171. All parts of a split shipment are controlled under the original AWB number. The procedure requires a "Split Shipment" stamp on the original AWB report and on all copies of the original AWB used to report the subsequent parts of the split shipment. The number of pieces that have arrived must be indicated in the appropriate field of the "Split Shipment" stamp, for example, 1st Part – 20 pieces.

172. For purposes of uniformity, the "Split Shipment" stamp used by the airlines must be similar to that shown below:

173. Split shipments consigned to a freight forwarder are processed as follows:

• When the initial part of the shipment arrives, the COC prepares the original AWB. The total quantity for the entire shipment is shown in the "No. of packages" box. All copies must be stamped with the "Split Shipment" stamp completed, showing "1st Part – X pieces".
• The COC must give one copy of the original AWB (Mail) to the CBSA and two copies (Long Room and the CBSA Delivery Authority) to the de-consolidator.
• The freight forwarder must prepare secondary cargo reports (house bills/advice notes) to cover the total quantity of the shipment cancelling the full quantity declared on the original AWB. The de-consolidator must give the Mail and Station copies of all of the secondary cargo reports along with two copies (Long Room and the CBSA Delivery Authority) of the original AWB to the CBSA. The Long room and the CBSA Delivery authority copies of the secondary cargo report(s) for those goods that have arrived will be given to the importer, or agent of the importer, for presentation with the release document(s) to the CBSA.
• The Long room and the CBSA Delivery authority copies of the secondary cargo report covering those goods that have not yet arrived must be held in the de-consolidator's open file pending the arrival of those goods, when the remaining portions of the shipment arrive, the reporting air carrier must give one copy of the original AWB to both the CBSA and the de-consolidator.

174. The "Split Shipment" stamp identifying the part of the shipment that has arrived and the number of pieces received must be completed on the AWB. The Long room and the CBSA Delivery authority copies of the secondary cargo reports previously prepared and held in the freight forwarders open file are now given to the importer, or agent of the importer, for presentation to the CBSA with the release document(s) for that portion of the shipment.

175. Although secondary cargo reports are required for the total quantity of the complete shipment, the freight forwarder is only responsible for the quantity shown on the "Split Shipment" stamp. If the goods not covered by the "Split Shipment" stamp cannot be produced or accounted for, the air carrier is responsible for the shortage.

176. Split shipments consigned to an importer are processed as follows:

• When the initial part of the shipment arrives, the COC prepares the AWB. The total quantity for the entire shipment is shown in the "No. of packages" box. All copies of the AWB must be stamped with the "Split Shipment" stamp completed to show "1st Part – X Pieces" to identify the part of the shipment being reported and the number of pieces received.
• The COC must give one copy of the AWB (Mail) to the CBSA and two copies (Long Room and the CBSA Delivery Authority) to the importer for presentation to the CBSA with the release document(s).
• The importer may obtain release of portions of the shipment as they arrive or may wait until all portions of the shipment have arrived before obtaining their release from the CBSA.
• To obtain release of the entire shipment at one time, the importer must present all copies of the original AWB (Long Room and the CBSA Delivery Authority) with the release document(s) for the entire shipment.
• To obtain release of a portion of the shipment as it arrives, the importer must present two copies (Long Room and the CBSA Delivery Authority) of the original AWB with the release document(s) to the CBSA. All copies must be stamped with the "Split Shipment" stamp completed to identify the part of the shipment being reported and the number of pieces received. Although only part of the shipment is being released, the duty and taxes for the entire shipment must be paid by the importer. When the remaining portions of the shipment arrive, the reporting air carrier must give one copy of the original AWB (Mail) to the CBSA and two copies (Long Room and the CBSA Delivery Authority) to the importer for presentation with the release document(s) to the CBSA. All copies must be stamped with the "Split Shipment" stamp completed to identify the part of the shipment being reported and the number of pieces received. The subsequent portions are to be released using the procedures for the release of short-shipped goods, as outlined in Memorandum D17-1-5: Accounting for Commercial Goods.

Mail

177. Carriers transporting international mail will report all international mail to the CBSA on a properly completed AWB or other acceptable CCD, clearly indicating in the cargo description field that the cargo is International Mail. The universal postal manifest prepared by the foreign mail service should be attached to the AWB.

178. International mail is transferred in bond under the control of the air carrier's AWB or if moved by a secondary carrier (under the secondary CCD of the secondary carrier) or the Canada Post Corporation. The mail is transferred to one of the CBSA international mail exchange offices where it is processed in accordance with the guidelines and procedures outlined in Memorandum D5-1-1: International mail processing.

179. Diplomatic mail must also be reported to the CBSA on a properly completed AWB or other acceptable CCD, clearly indicating in the cargo description field that the cargo is diplomatic mail. Only those authorized to pick up diplomatic mail will be allowed to remove diplomatic mail from CBSA control. The CBSA at each airport handling the arrival of diplomatic mail will maintain a list of those parties or individuals authorized to pick up diplomatic mail. Consulates or embassies must ensure that any changes to the list are communicated in a timely fashion to the AOE or appropriate regional program area contact.

Military goods on military-owned or military-chartered aircraft

180. Military goods arriving on military-owned or military chartered aircraft are reported on an AWB or other acceptable CCD at the airport of arrival in Canada.

181. Military goods arriving on board a non-military owned or chartered aircraft must be transmitted electronically in accordance with the ACI/eManifest notification guidelines outlined in this memorandum.

Hand carried goods (commercial goods carried by a passenger his/her own baggage)

182. Commercial goods carried by a passenger in his/her own baggage on board a commercial passenger aircraft must be declared by the passenger.

183. A CCD or ACI/eManifest cargo transmission is not required when a shipment is being transported by the importer in his/her own baggage on board a commercial passenger flight, and the shipment is released at the first port of arrival.

Documentation requirements for the report of an imported commercial aircraft

184. An empty aircraft that is imported, temporarily or permanently, is to be reported on a CBSA approved CCD by the party transporting the aircraft at the airport of arrival.

Commercial aircraft

185. Commercial air carriers will generally report imported commercial aircraft on an IATA AWB or a CBSA CCD form A8A(B): In Bond – Cargo Control Document. If the importation is temporary in nature, such as an aircraft imported for demonstration, repair, or alteration, then the commercial air carrier should clearly indicate this in the cargo description section. The anticipated length of the temporary importation should also be indicated in the description section (for example, "aircraft being temporarily imported for demonstration until (indicate date)"). Additional accounting or release documents may be required for temporary importations. Information on the accounting or release documentation for temporary importations can be found in this memorandum, and Memorandum D8-1-1: Administration of Temporary Importation (Tariff Item Number 9993.00.00) Regulations.

Corporate aircraft

186. Corporate aircraft being imported permanently, will generally be reported on an A8A(B): In Bond – Cargo Control Document (or other CBSA approved cargo document) by the party transporting the aircraft. For additional information on the accounting or release documentation for permanent importations, refer to Memorandum D17-1-5: Accounting for Commercial Goods.

187. The AWB, form A8A(B) or other approved cargo report is to be presented to the CBSA, along with any applicable release documentation, as outlined in this memorandum.

Aircraft for repair

190. Aircraft may be temporarily imported into Canada for repair. A repair is a corrective maintenance activity, which may include replacing or fixing parts, in order to restore the article to its original operating condition.

191. For information on temporarily importing goods under tariff item 9993.00.00 refer to Memorandum D8-1-1: Administration of Temporary Importation (Tariff Item Number 9993.00.00) Regulations.

Aircraft for alteration

192. For the purposes of a good imported temporarily for alteration, an alteration is a modification, other than a repair, which does not include an operation or process that either destroys the essential characteristics of a good or creates a new or commercially different good. For information on the temporary importation of goods for alteration refer to Memorandum D7-4-1: Duties Relief Program and Memorandum D7-4-2: Duty Drawback Program.

Aircraft for demonstration

193. As explained in Memorandum D8-1-9: Application of the Imported Demonstration Aircraft Remission Order, aircraft may be temporarily imported for demonstration purposes without the payment of the GST.

194. Aircraft imported for demonstration purposes are to be imported on form E29B: Temporary Admission Permit. Any aircraft sold in Canada is to be formally accounted for immediately to cancel form E29B. Refer to Memorandum D8-1-9 for complete instructions.

Commercial passenger aircraft not carrying commercial cargo

199. Scheduled or non-scheduled commercial carriers operating international passenger flights will not be required to submit a paper report for the arrival of the aircraft – form AG1: General Declaration (Outward/Inward), or an equivalent document for deplaning passengers and crew when they are processed by border services officers at a CBSA facility established for that purpose. Passengers and crew are to be reported in accordance with API/PNR guidelines as outlined in Memorandum D2-5-11: Guidelines for commercial air carriers for the processing of prescribed traveller information and/or Memorandum D2-5-6: Aircrew Reporting.

Canadian military aircraft

200. All Canadian military aircraft arriving from an international flight must make their initial landing in an authorized AOE when carrying merchandise, baggage, or persons other than regular crew members. The pilot is responsible for providing the CBSA advance notice for the report inward and the declaration of all passengers, cargo, and baggage carried on the flight.

Foreign military aircraft

201. Aircraft operated by armed forces of foreign nations are required to report to the CBSA at the time of initial landing in Canada. They are subject to all CBSA requirements when used to transport personnel, baggage, equipment, mail, or other cargo. Where only a short stopover is involved and no goods are being carried outward that require export documentation, the inward and outward reports will be made at the same time. Aircraft carrying crew members only may report verbally.

Air search and rescue operations

202. Canadian Armed Forces Rescue Co-ordination Centres (RCC) have been established at several locations in Canada. The CBSA co-operates in every possible manner to expedite the international movement of aircraft operating on search and rescue missions.

203. When an incident arises in either Canada or the United States where aircraft of one or both countries will be crossing the boundary, the officer in charge of the RCC search will immediately provide the CBSA with the following:

• full details of all aircraft participating in the operation, including identification markings and number of crew members
• territory to be searched
• duration of stay
• possibility of landings
• definite or probable landing points

Note: If the information affects the territory under the jurisdiction of more than one CBSA office, it should be relayed promptly to all concerned.

204. Additional information on the reporting and accounting requirements for goods (including aircraft) brought into Canada in response to an emergency or for an emergency response training exercise are included in Memorandum D8-1-1: Administration of Temporary Importation (Tariff Item Number 9993.00.00) Regulations.

Empty aircraft

205. An empty aircraft is not required to provide an electronic ACI/eManifest conveyance report. An AG1: General Declaration (Outward/Inward) for the report of the aircraft as a conveyance may be required for unscheduled flights. Please contact the CBSA office at the airport of arrival for the documentation requirements for unscheduled ACI/eManifest exempt aircraft.

Temporary importations of empty foreign aircrafts (where the aircraft is the cargo/commercial goods)

206. Commercial or corporate aircrafts temporarily imported into Canada (for example, for demonstration, repair, alteration, etc.) are considered commercial goods and must be reported in accordance with the requirements outlined in this memorandum for the report of the aircraft; and where the aircraft is also cargo, in accordance with the cargo reporting requirements outlined in this memorandum. Additional information on the accounting or release documentation for temporary importations can be found in Memorandum D8-1-1: Administration of Temporary Importation (Tariff Item Number 9993.00.00) Regulations.

207. In order to facilitate the processing of aircraft temporarily imported into Canada, it is recommended that carriers or pilots contact the AOE at least two hours prior to their estimated time of arrival to provide the CBSA with pertinent flight information. Some airports may be equipped to receive this information by fax. For further information, contact the CBSA office (Directory of CBSA Offices and Services) at the airport of destination.

208. Upon arrival all aircraft that are imported temporarily must be reported on an acceptable CCD as outlined in this memorandum.

Delivery requirements and transfers to sufferance warehouses

209. Cargo arriving by air should be reported to a sufferance warehouse licensed to receive air cargo. For more information refer to Memorandum D4-1-4: Customs Sufferance Warehouses.

210. Unreleased air cargo may move on the original manifest from FPOA, to the stated sufferance warehouse that is licensed to receive air shipments, or to the CBSA port of export as indicated on the manifest. Liability for duties and taxes on the unreleased goods will remain with the bonded carrier associated with the CCN on the cargo transmission, regardless of the carrier that physically transports the goods. Cargo tracers, if required, and any penalties for cargo infractions, will be issued against the carrier associated with the CCN on the cargo transmission.

211. Consolidated shipments consigned to a bonded freight forwarder and reported by the primary carrier at the FPOA, may be authorized by the CBSA to move directly to the freight forwarder sufferance warehouse licensed to receive the goods. Refer to Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods, or Memorandum D3-3-1: Freight forwarder pre-arrival and reporting requirements, for required conditions.

212. Cargo arriving by highway, rail, or marine service may be delivered directly to the airport provided:

• the cargo is to be shipped by air from the airport under an air cargo control document
• the cargo is to be exported by air from the airport under an air cargo control document where the cargo is to be delivered to a sufferance warehouse that is licensed to receive air freight

213. For more information, refer to Memorandum D4-1-4.

Applicable legislation

• Customs Act
• Reporting of Imported Goods Regulations
• Transportation of Goods Regulations
• Accounting for Imported Goods and Payment of Duties Regulations
• Temporary Importation (Excise Levies and Additional Duties) Regulations

Related memorandums

• Memorandum D1-2-1: Special Services
• Memorandum D2-1-1: Temporary Importation of Baggage and Conveyances by Non-residents
• Memorandum D2-5-1: Charter Access to Airports
• Memorandum D2-5-6: Aircrew Reporting
• Memorandum D2-5-11: Guidelines for commercial air carriers for the processing of prescribed traveller information
• Memorandum D2-5-12: Telephone Reporting for General Aviation and Private Boats
• Memorandum D3-1-1: Policy Respecting the Importation and Transportation of Goods
• Memorandum D3-1-8: Cargo – Export Movements
• Memorandum D3-3-1: Freight forwarder pre-arrival and reporting requirements
• Memorandum D3-4-2: Highway Pre-arrival and Reporting Requirements
• Memorandum D4-1-4: Customs Sufferance Warehouses
• Memorandum D5-1-1: International mail processing
• Memorandum D7-4-1: Duties Relief Program
• Memorandum D7-4-2: Duty Drawback Program
• Memorandum D8-1-1: Administration of Temporary Importation (Tariff Item Number 9993.00.00) Regulations
• Memorandum D8-1-9: Application of the Imported Demonstration Aircraft Remission Order
• Memorandum D8-2-5: Application of the Foreign Aircraft Servicing Equipment Remission Order
• Memorandum D8-2-16: Courier Imports Remission
• Memorandum D17-1-4: Release of Commercial Goods
• Memorandum D17-1-5: Accounting for Commercial Goods
• Memorandum D17-4-0: Courier Low Value Shipment Program
• D19: Acts and Regulations of Other Government Departments
• Memorandum D22-1-1: Implementing the Administrative Monetary Penalty System
• Memorandum D23-2-1: Customs Self-Assessment Program for Carriers

Superseded memorandum

D3-2-1 dated November 29, 2022

Issuing office

Program and Policy Management Division
Commercial Program Directorate
Commercial and Trade Branch