Aerospace OEMs, defense contractors, and MRO (maintenance, repair, overhaul) providers have very high per-transaction value but smaller company counts than other sectors. Imports include high-value aircraft components, engines, avionics, specialty alloys, and defense-specific materials. Many of these are re-exported as finished aircraft, parts shipments to international customers, or MRO returns. Per-claim recovery dollars are among the largest in any sector.

ITAR (International Traffic in Arms Regulations) and EAR (Export Administration Regulations) govern export licensing for defense and dual-use goods. They don't change drawback eligibility, which is a CBP function, but they add a layer of export documentation that needs to be reconciled with CBP records. Export licenses, end-use certifications, and re-export approvals run parallel to the documentation drawback claims require.

Yes. MRO providers import parts and components for repair work on aircraft that are subsequently re-exported, which fits the drawback profile directly. Imported parts used in repairs to exported aircraft qualify for Manufacturing Drawback or Substitution Drawback depending on the circumstances. For MRO operations with significant international customer bases, this is a recovery path frequently overlooked.

Foreign Military Sales (FMS) and Direct Commercial Sales (DCS) to international government customers create export transactions that can support drawback claims on the underlying imported inputs. The export documentation requirements are heavier than in commercial sectors, but the import-export linkage is typically clearer because of the contract-level traceability.

Aerospace and defense products span multiple HTS chapters, including Chapter 88 (aircraft and aircraft parts), Chapter 90 (instruments and avionics), and various chapters for specialty metals and components. Many aerospace HTS codes carry duty-free or low-duty status under specific programs such as the Civil Aircraft Agreement, but eligibility depends on correct classification and end-use documentation. Caspian's Classification work confirms eligibility and locks in correct codes.

Caspian operates on customs data, which is regulated but not classified. ITAR and EAR-controlled technical data are governed separately and don't flow through the platform. Customers handling classified work typically run drawback on the unclassified customs records of imported components, with controlled technical information managed through their existing compliance infrastructure.