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SITCSection 7
U.S. imports of balloons, dirigibles, gliders, hang gliders, and other non-powered aircraft (SITC 79284) totaled $1.5M in April 2026, traded with 23 countries.
Importers of Balloons, Dirigibles, Gliders, Hang Gliders, and Other Non-Powered Aircraft paid $47K in duties in April 2026 — an effective duty rate of 10% on $468K in dutiable value, based on actual customs collections rather than the published tariff schedule.
Last updated: April 2026 dataNon-powered and lighter-than-air aircraft — including hot-air balloons, gas-filled dirigibles, sailplanes, hang gliders, and paragliders — share this classification by virtue of their lack of mechanical propulsion rather than any common material or structure. FAA airworthiness requirements vary significantly across this group: certificated gliders and sailplanes must meet specific airworthiness standards, while hang gliders and paragliders are regulated primarily through manufacturer certification under ASTM standards and FAA exemptions. Commercial balloon operators and glider clubs are the primary importers, with European manufacturers — particularly from Germany, France, and the Czech Republic — historically prominent in the sailplane segment. Classification questions most often arise when powered variants (motor gliders, powered paragliders) are involved, as the presence of even a small engine can shift the heading.
AI-written summary of the official U.S. Census Bureau trade figures on this page — verify before relying on it.
A motor glider or self-launching sailplane equipped with a retractable engine is generally classified as a powered aircraft rather than a non-powered one, shifting it to the appropriate mechanically propelled aircraft heading based on its empty weight. The key factor is whether the engine provides sustained propulsion or is merely an auxiliary sustainer; customs authorities and the FAA may apply different tests, so a binding ruling is advisable for ambiguous cases.
A certificated sailplane must receive FAA airworthiness approval, typically through validation of the foreign type certificate under a bilateral aviation safety agreement (if one exists with the manufacturing country) or through a direct FAA airworthiness review. The importer must also obtain a US airworthiness certificate before the aircraft can be operated, and the aircraft must be registered with the FAA Civil Aviation Registry.
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Monthly import values over time
| Country | Imports | Exports | Balance |
|---|---|---|---|
| CANADA | $289K | -- | -$289K |
| SPAIN | $284K | -- | -$284K |
| GERMANY | $278K | -- | -$278K |
| CZECH REPUBLIC | $200K | -- | -$200K |
| JAPAN | $190K | -- | -$190K |