nuts & bolts
maintenance & restoration Pre-Purchase Inspections Smar t shopping in a down market JEFF SIMON, EA A 478233
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s the saying goes, one man’s loss is another’s gain. That’s the story of today’s used aircraft market. High fuel prices during most of 2008 followed by economic woes have had a major impact on both the number and condition of aircraft on the market. Many of the aircraft on the market are there because the owner simply wasn’t flying enough to justify the costs of ownership. Overall, it’s good news for anyone looking to purchase a plane. Use caution, however, because aircraft deteriorate quickly when they’re not flown often. Before you pull out your checkbook for that Mooney sitting on the ramp with flat tires and a price that seems to be too good to be true, remember the phrase “buyer beware.” It’s up to you to put a process in place to allow for a thorough prepurchase inspection and perhaps renegotiation, based on the findings.
Before you even begin looking at potential aircraft, join the owners group and get your hands on as much research material as possible. Most groups offer some sort of maintenance compendium, access to past newsletters, maintenance manuals, and often a list of recommended maintenance facilities. Use the opportunity to call some of the maintenance-savvy members to get their thoughts on your aircraft search. Almost every aircraft owner knows what he or she would do differently if buying an airplane again. In some cases, you may even get a good lead on an aircraft for sale that is regarded as especially well maintained. More than once, I’ve heard owners group members say things such as, “You should talk to Bob. He’s got one of the nicest Saratogas I’ve seen, but he just lost his medical and he’s looking to sell.” That’s a good starting place.
Step 2: Get the Facts Pre-Purchase Inspection Basics Predictability is the key to successful aircraft ownership. When someone is evaluating what type of aircraft to buy, the expected maintenance costs are usually a significant factor in the decision process. After all, there’s a big difference in the maintenance costs of a Cessna 172 compared to a Bonanza. However, buy the wrong 172 and you may spend more for the first annual than if you’d bought a pristine Bonanza. There are never any guarantees when it comes to aircraft maintenance, but there is a lot you can do upfront to minimize maintenance surprises. It all begins with the owners group for the type of aircraft you want to buy.
Step 1: The Aircraft Owners Group Without question, aircraft owners groups are the single best resource for learning about what to watch out for during a pre-purchase inspection. This includes typical wear items, out of production parts issues, current and pending airworthiness directives (ADs), and the cost that you can expect to pay for repairing the problems you find.
Before you examine a potential aircraft, it pays to get the facts upfront. It can save you from wasting time and energy running out to see a promising plane that turns out to be a real disappointment. When you first speak to the seller, gather the aircraft’s exact model number, year of production, serial number, and registration or N number. Note the aircraft’s total time as well as the time on the engine and propeller. It’s also important to know where and when the last engine overhaul was performed. Dates matter as much as hours, so find out the date of the last annual inspection, transponder check, and instrument flight rules certification, as well as what components have recently been repaired or replaced. You’ll get the real picture when you examine the logbooks, but if you know the basics upfront, it will save you time and give you an early edge in price negotiation. Finally, get a listing of all installed equipment, supplemental type certificates, and modifications to the aircraft. All of these questions should be answered over the phone before you spend any time or money on the prospective aircraft. EAA Sport Aviation
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maintenance & restoration Step 3: The Logbooks The logbooks often tell you as much or more than a physical inspection ever could. Good logbooks will tell the life story of any aircraft—where it’s lived, how often it’s been flown, and how well it’s been cared for. Sparsely filled logbooks send a message of neglect and non-compliance with Federal Aviation Administration (FAA) regulations. After all, even oil changes are supposed to be logged with the type of oil used, how much was added, and who did the work. When reviewing the logbooks, I recommend creating summary notes to document the important facts. Set up columns for each topic and be sure to enter any relevant model and serial numbers, as well as the date and tachometer time of the work. Other items you may want to include: • Hours flown each year. • Damage repairs. • Overhauled components (engine, propeller, magnetos, vacuum pumps, etc.) • AD compliance activities. • Replacement of age-based components (emergency locator transmitter, rubber hoses, etc.) • Modifications/enhancements. • Questions for the seller. Be sure to keep the big picture in mind. Are the logbooks complete? Follow the dates of the entries carefully to make sure they document the aircraft’s entire history, from new until the most recent work. Damage history is one of the most important things to look for because it can have a substantial impact on the aircraft’s value, depending on the type of accident and the quality of the repair. Damage history on older aircraft will have a much lower impact to the value than it would on a relatively new plane. If you intend to purchase any aircraft that has a damage history, it’s important to have the aircraft carefully inspected to ensure that it was repaired properly and in accordance with all FAA regulations. You can get a complete history of the Major Repair and Alteration Forms (337s) from the FAA for any aircraft. It’s public information and a great way to verify that all major work was done legally. Check the logbooks to make sure that all current ADs have been complied with. The logbooks should have an AD compliance log that lists each AD, the date it was complied with, who did the work, and when it needs to be complied with next. The owners group is a great source for a consolidated list of ADs that apply to the aircraft. You can get a free list of ADs for any aircraft from the FAA’s website: www. FAA.gov/Aircraft/Safety/Alerts.
The pre-purchase inspection is a great opportunity to check the rigging of the control surfaces. If the shop you choose isn’t equipped to do a proper rigging check, it’s probably not the right shop to do the pre-purchase inspection either.
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It’s been sitting out on the ramp with three flat tires and the asking price shows it. But, that doesn’t mean it’s a good deal.
That said, some ADs are not easy to track down. While aircraft and engine ADs are straightforward, ADs on components such as cylinders, magnetos, or aircraft modifications can only be identified by doing a search based on the components you know are installed on the aircraft. That’s why the summary notes are so important. Be especially watchful for ADs that apply to the aircraft but aren’t due yet. Sometimes the cost of complying with an AD can motivate someone to sell the aircraft, rather than invest in fixing the problem when the AD comes due. If you’re going to inherit required maintenance like this, you should find out about it in advance and include it in your price negotiations.
Step 4: The Airborne Inspection Reading the logbooks is one thing, but there’s a lot to be said for what you can learn simply by flying the plane. Your first test flight should be from the right seat, with the owner in control of the aircraft. This will let you focus on testing every system. Test each radio for clarity and check the navigational systems for accuracy and operation. Make sure that all control systems function smoothly and properly. This includes every knob and switch in the aircraft. Everything from the flight controls to the instruments and heat and ventilation systems should be included. I recommend bringing an electronic carbon monoxide detector with you to check for exhaust leaks into the cabin. If you prepare a test card before the flight, you will find that things go much more efficiently and you won’t forget anything. Be sure to try flying the plane yourself to see how smoothly the controls operate. Hold the yoke loosely to see if the plane tends to fly level or falls off to one side. During any flight test, the owner should be the pilot in command at all times. And it’s usually best to let the owner land the aircraft. Remember that you’re flying someone else’s plane, and the last thing you want to do is damage it during your test flight.
Step 5: The Mechanical Inspection While many owners start the buying process with a mechanical inspection, it should really be your last step before buying a plane. After all, this is where you begin spending money in the hopes that this will be the plane for you. And, it doesn’t
make much sense to spend money just to find something ugly in the logbooks later on. Also, your summary notes will be a great source for your mechanic to work from to ensure that any previous damage repairs or missing maintenance items are inspected. The mechanical inspection should be a professional one, and whoever conducts the inspection should also do his or her own review of the logbooks to ensure airworthiness and to form his or her own opinion of the aircraft’s history. However, this stage of the process is only as good as the inspector, so it pays to follow a few simple rules: • Never have the aircraft inspected by the same maintenance facility currently maintaining it. Find an inspector that is an expert in the exact aircraft make and model. • Invest in an inspection that is detailed and evaluates all of the aircraft’s systems. It’s not that you can’t trust the mechanic who is currently maintaining the aircraft. It’s just that you should have someone completely beholden to you, as well as a fresh pair of eyes that might see something the current mechanic has missed. There are many shops that would be happy to do a pre-purchase inspection on just about any aircraft you bring to them. But, how many shops know where to look for tubular corrosion and fuel leaks on a Mooney? What about landing gear issues to watch out for on a Cardinal RG? And, even if you do catch problems upfront, will they do a good job of estimating the repair costs? The key is to have an exceptionally thorough pre-purchase inspection conducted by someone who knows the type of aircraft you’re buying.
Jeff Simon is the president of Approach Aviation, a provider of educational products, tools, and supplies for aircraft owners. To learn more about aircraft ownership and maintenance, visit www. ApproachAviation.com or call, toll-free, 877-564-4457.
For a list of Type Clubs visit www.VintageAircraft.org and click on “Type Clubs.”
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