Buying an aircraft is one of the largest financial decisions a pilot makes. Unlike buying a car, there is no Carfax — but there is a paper trail, and knowing how to read it can save you from an expensive mistake.
This checklist covers everything a serious buyer should verify before signing anything.
1. FAA Registry Check
Start with the FAA Civil Aviation Registry. Every N-registered aircraft has a registration record that shows the current owner, registration class, airworthiness category, and expiration date. Confirm the registration is current and matches what the seller is telling you.
Look for any gaps in the registration history. An aircraft that was deregistered and re-registered at some point deserves a closer look — find out why.
2. Lien and Title Search
Aircraft titles work differently than car titles. There is no single centralized lien registry like there is for automobiles. Liens on aircraft are filed with the FAA and must be searched separately.
Before you buy, confirm:
- No outstanding liens from lenders, mechanics, or storage facilities
- The seller has clear legal authority to transfer ownership
- No pending legal actions against the aircraft
A lien you miss before closing becomes your problem after closing.
3. Airworthiness Directives (ADs)
Airworthiness Directives are legally mandatory maintenance actions issued by the FAA when a safety issue is identified. They apply to specific aircraft makes, models, serial numbers, and engine types.
Every aircraft has ADs that apply to it. Some are one-time compliance items. Others are recurring — meaning they must be performed at regular intervals forever.
For any aircraft you are seriously considering:
- Pull the complete list of applicable ADs from the FAA
- Verify each one is documented as complied with in the maintenance logs
- Pay close attention to recurring ADs with upcoming due dates — these are future costs you are buying
Missed or undocumented AD compliance is a grounding offense. An aircraft flying with an open AD is not airworthy.
4. Accident and Incident History
The NTSB maintains records of aircraft accidents and incidents. Search by N-number before you buy.
A prior accident does not automatically disqualify an aircraft, but it requires scrutiny:
- Was the damage repaired under a Damage History Form (FAA Form 337)?
- Was the repair signed off by a licensed A&P and IA?
- Are the repair records complete and in the logbooks?
An aircraft with undisclosed accident history and incomplete repair documentation is a serious liability — financially and legally.
5. Logbook Review
The maintenance logbooks are the aircraft's medical record. They should be complete, continuous, and legible.
What to look for:
- Total airframe time — documented from new, with no gaps
- Engine time — time since new and time since major overhaul (SMOH)
- Annual inspection records — every year, signed off by an IA
- AD compliance entries — each AD noted with date, tach time, and mechanic signature
- Major repairs and alterations — Form 337s for any significant work
- STC records — if the aircraft has supplemental type certificates (modifications), they should be documented
Missing logbooks are not just an inconvenience — they destroy resale value and can create airworthiness questions that are expensive to resolve.
6. Engine and Propeller Status
Understand exactly where the engine stands:
- Time Since New (TSN)
- Time Since Major Overhaul (SMOH)
- Manufacturer's recommended TBO (Time Between Overhauls)
- How far past TBO is the engine? Past-TBO engines are not illegal but require judgment
- Was the overhaul a factory remanufacture, major overhaul by a shop, or top overhaul?
Propeller status matters too:
- Any prop strikes documented? Even a minor prop strike requires inspection — undocumented prop strikes are a red flag
- Time since overhaul on the prop
7. Annual Inspection Status
Confirm when the last annual inspection was completed. Aircraft in the US require an annual airworthiness inspection by an FAA-certified IA.
If the annual is expired, the aircraft is technically not airworthy for anything other than flying to a maintenance facility. Factor the cost of a fresh annual into your offer price.
8. Pre-Purchase Inspection by an Independent A&P
Never skip the pre-purchase inspection. Hire an A&P mechanic who has no relationship with the seller to perform a thorough inspection.
A good pre-purchase inspection covers:
- Compression check on each cylinder
- Inspection of control surfaces, cables, and pulleys
- Fuel system, fuel tanks, and fuel caps
- Avionics and electrical systems
- Corrosion inspection, especially in humid or coastal climates
- Landing gear and brakes
Pay for the inspection yourself — never let the seller's mechanic do your pre-purchase inspection. The cost is typically $500–$1,500 and is the best money you will spend in the purchase process.
Get a Pre-Purchase Aircraft Report
Before you even schedule the inspection, pull an Aeradex pre-purchase report. For $29.99 you get a comprehensive PDF covering FAA registration history, applicable airworthiness directives, accident and incident records, ownership chain, and lien check — all in one document.
It takes five minutes and gives you the information you need to decide whether this aircraft is worth flying out to see in person.
Get Your Pre-Purchase Report →
The Bottom Line
Buying without doing the homework is how pilots end up with grounded aircraft, unexpected repair bills, and title problems that take years to resolve. The pre-purchase process exists for a reason — use it.
Do the records check. Hire an independent A&P. Get the history in writing. Then make your decision.