ogbook inspection

An excellent starting point is a logbook review. Any serious seller of an aircraft

should have photographed the logbooks, the 337s, the AD compliance sheet, the
weight and balance, and any documentation supporting the last engine overhaul such
as work orders, 8130-3 forms, yellow tags, etc.
The logbook photos should be the entire airframe, engine (back to, and including the
last overhaul), and the propeller (back to, and including the last overhaul).
It takes 15 to 20 minutes to photograph 50 years’ worth of records if the seller just
snaps a photo of two open pages together, turns the page, snaps the next two, etc. As
long as they are done is a sequential order, they are easy to read. I normally convert
the photos to PDF files, which takes only a few minutes.
The written report of the logbook review should tell the buyer where the plane has
lived, what type of flying it has likely been doing, the usage pattern, recorded damage
history, status of repetitive ADs and significant Service Bulletins, modifications, and
the status of parts with a practical life limit.
The review serves several purposes. One is to weed out aircraft which pose an
unacceptable financial risk for the price being asked. The most common example of
that is a little-used aircraft with a poorly documented engine overhaul, yet is
reasonably low-time—and priced accordingly.
The logbook review also helps establish the parameters for what needs the most
attention on a physical inspection. The goal in the physical inspection is to confirm
the story the logbooks are telling and to look at the known problem areas and
components that might need expensive repairs.
While doing an annual inspection, A&Ps look at all the little pulleys, electrical wiring
details, etc.; these things rarely implicate expensive repairs.
It makes little sense to pay your pre-buy professional $50 to find a pulley that needs a
squirt of lubricant or to replace a 20-cent nut. The focus needs to be on the condition
of the expensive systems such as engine, retractable landing gear, leaking fuel
bladders, avionics, autopilots, etc. The logs should be the guide as to what items are
more likely to need maintenance in the near term.
Lastly, the logbook review, along with the physical inspection, should give the new
owner a blueprint for what work needs to be done immediately (and possibly
negotiated in the transaction), as well as an understanding of what areas to focus on in
the first year or two of operation.
A logbook review can run anywhere from four hours on up, depending on volume and
complexity. Obviously, a 2002 C-172S will take much less time for both logbook
review and physical inspection than will a 1976 C-421C. Most run around five to six
hours for the log review and four to eight hours for the physical inspection, depending
on whether a flight test is involved.
Physical inspection
As avionics are a large portion of the value of many used aircraft, a test flight and
assessment of the condition and functionality of the avionics can be an important part
of the physical inspection.
The physical inspection can consist of a flight test to include function-checking the
avionics, a thorough inspection of the engine and an inspection of the troublesome
areas in the airframe.
For a retractable gear aircraft, jacking the aircraft and cycling the landing gear and
inspecting all the linkages is a necessity. Retractable landing gear is often one of the
most overlooked systems on an aircraft.
Control surfaces, trim systems, stabilator components and fuel systems are also areas
for close attention.
The engine, being one of the most expensive components of the aircraft, generally
merits considerable attention (save for those examples of aircraft with a new engine
from an unimpeachable source). A compression check, cutting the filter open and
borescoping the cylinders are all common techniques to assess the condition of the
engine.
One thing that is difficult to check is internal corrosion. On Lycoming engines, the
only way is to pull a cylinder or two and check. There are some easier options with
the Continentals, which are less prone to cam and cam follower corrosion. The usage
history and the aircraft’s location are key components in determining whether there is
a significant risk of corrosion.
Hidden damage, unexpected expenses
There is an understandable temptation—particularly when on a budget—to skip the
pre-purchase inspection process and rely on the last annual inspection. In rare cases
where the aircraft is simple and the buyer knows the seller and the history of the
aircraft, skipping this expense can be warranted.
I have seen many instances where the aircraft was owned by an A&P, yet was still in
terrible condition.
It is more common than it should be that a new owner is faced with a first annual
inspection and repairs that equal 50 percent of the amount paid for the aircraft. A
landing gear system that needs to be rebuilt can cost several thousand dollars, or
more.
Unairworthy skin patches can take many hours of labor to correct.

Airframe

1. General Condition Inspection

a. Check for dings, dents, and cracks that must be repaired
because of their nature.
b. Check for current damage.
c. Check for obvious signs of previous damage.
d. Open several inspection plates. Check for internal corrosion.
e. Check control cables for correct tension.
f. Check for fuel leaks on upper and lower wing and fuselage
surfaces.
g. Check controls (including trim tabs, flaps, and cowl flaps) for
alignment, rigging, full travel, freedom of movement and
security.
h. Inspect cabin and exterior for signs of water leakage and
damage.
i. Check cowling for fit and security. Note any repair work
needed for cracks.
j. Check cabin and baggage doors for correct fit.
k. Check cabin and baggage doors for hinge wear.
l. Check tires and brakes for security and wear.
m. Check glass for cracks, crazing, and scratches.
n. Check all antennas for correct installation and security.
o. Check pitot heat. Check pitot tube and static sources for
obstructions.
p. Check fuel vents for obstructions
q. Check fuel caps for tightness and seal
r. Check fuel placards for correct type of fuel and quantity.
s. Check all external and internal lights for operation.
t. Check seat belts and harnesses (if installed) for wear.
u. Check seats for correct movement and that proper stops are
installed.
v. Check that compass card is installed.
w. Check condition of plastic interior trim.
x. Check oxygen bottle (if installed) for quantity and leaks.
y. Check condition of oxygen masks (if system is installed).
 z. Check that weight and balance, equipment list, and
airworthiness certificate are present and current.
2. Check for known problems common to the type of airplane.
3. Jack aircraft. Inspect the belly for possible damage or excessive
exhaust residue. Cycle the landing gear and check for proper operation
and security. Check operation of emergency gear extension system.
4. Check the ELT for operation and current battery.
5. Check battery box for corrosion. Check battery for proper charge.
6. Check under instrument panel for proper avionics and equipment
wiring.
7. Check condition of instrument filter.
8. Check circuit breaker panel for correct markings.

Engine

1. Check for oil leaks.

2. Check for evidence of exhaust leaks.
3. Check muffler for evidence of cracks or wear.
4. Check compression using differential method.
5. Check alternator belt for security and wear.
6. Take oil sample and send to lab.
7. Cut oil filter open and check for unusual metal or other contamination.
8. Check security of all accessories. Check them for case cracks.
9. Check cylinders for cracks in known locations and around spark plug
bosses.
10. Check engine case for cracks.
11. Check oil breather system for obstructions.
12. Check condition of ignition harness.
13. Check engine mount for cracking and lord mount wear.
14. Check condition of firewall.
15. Check condition of electrical wiring forward of the firewall to cabin
16. Check propeller for nicks and/or leaks.
17. Check operation of all mechanical controls.
 18. Check ignition switch for proper operation.

Logbooks

1. Research all AD notes.

2. Check service bulletin compliance. Make recommendation for
complying with significant ones that have not been done.
3. Check logbooks for damage history.
4. Check annual inspection entry for proper signoff.
5. Check for IFR recertification.
6. Compare engine, airframe, and propeller serial numbers with those in
logbooks.
7. Verify engine and propeller times since major overhaul.
8. Check age of bladder fuel tanks (if installed).

After Completing Inspection

1. Install cowling. Check all engine controls and cowl flaps for proper
operation.
2. Run engine. Check for oil leaks after installation of new filter.

Avionics (If Radio Shop Is On Field)

1. Check operation of all installed equipment for tolerances and proper

operating characteristics.

Serial number verification from logbooks.