So, You Want To Buy a Plane

Shopping for a used airplane is a lot like shopping for a used truck—only the stakes are higher, and the paperwork is much more revealing than the paint. The market has cooled from the frenzy of a couple of years ago, but demand for clean, well-maintained piston singles remains strong. That means a buyer needs to be prepared, disciplined, and intentional before ever taking a test flight.

Pilots love to talk about panel upgrades, paint, interior, and cruise speed. Those things matter, but they’re not the backbone of a good purchase. What matters most is understanding the history, condition, maintenance culture, and future costs of the airplane you’re buying.

Here’s a practical, owner-tested guide to help you navigate the process.

The Logbooks Tell the Story

When you’re looking at a used airplane, your first impression shouldn’t come from the airplane—it should come from the logbooks. Airplanes age on paper before they age in metal.  Here’s what to think about.

Maintenance continuity - Does the airplane have clean and continuous logs, consistent annuals, and no mysterious multi-year gaps? A missing logbook entry doesn’t just lower resale value—it creates uncertainty. If you can’t verify compliance with an AD or a major inspection, you may inherit surprises later.

Maintenance culture - Was the plane maintained by a reputable shop, a rotating cast of who-was-available, or an owner doing minimal legal preventive work? Patterns matter. An airplane maintained at the same shop for years usually reflects a stable maintenance culture.

Usage and mission history - Aircraft flown regularly tend to be healthier. 6–10 hours/month or more shows consistent exercise, but 2 hours every three months signals sitting, not flying.  There are plenty of additional variables and nuances to consider, but the general idea holds true regardless: Mechanical systems, especially engines, don’t like to be ignored.

Airworthiness Directives and Service Bulletins

Finding the perfect airframe means nothing if it carries unresolved airworthiness issues. For AD compliance, review recurring ADs, major one-time ADs, and the documentation proving compliance.

Some ADs are paperwork exercises; others require major structural or engine work. Know the difference before you make an offer (or walk away).

Service bulletins aren’t mandatory (under Part 91, at least, unless linked to an AD), but many matter. A well-cared-for airplane often shows voluntary compliance with high-value SBs, which is another sign of good stewardship.

Know the Difference Between a Pre-buy and an Annual

A pre-buy inspection is not an annual inspection, and you should avoid using an owner’s mechanic for either one. Always hire an independent inspector with no ties to the seller.

A good prebuy should include a compression check, borescope inspection, airframe corrosion survey, AD compliance verification, avionics functional tests, and a test flight with the inspector (not the seller) if possible. While scope and cost can vary, you should make sure that your prebuy doesn’t just entail flipping pages and checking boxes.

Engine and Propeller

This is where the big money lives. A shiny panel can distract you from the reality that the engine and propeller are responsible for most major expenses you may face in the first few years of ownership.

From a budgetary perspective, an engine at 1,450 hours SMOH on a 1,500-hour TBO is not almost ready to overhaul; it is ready to overhaul. Conservative? Maybe. But it’s best to understand and really think about how close you are to a major expense. Talk to a trusted mechanic if you’re thinking about purchasing a used airplane where you plan to operate the engine beyond TBO under Part 91.

Hours alone don’t tell the story. Look for regular flying, gentle CHT trends (if recorded), no history of frequent short hops, and oil analysis records (gold if they exist).

Propellers have overhauls, too, and they’re not cheap. A neglected prop also can hide corrosion or internal moisture—both expensive fixes.

Avionics

A used airplane with modern avionics can feel like a dream until a component fails and you discover the replacement cost. Conversely, a steam-gauge panel may look dated but be perfectly reliable and more affordable than glass.

Determine if the avionics are still supported, the cost of replacing the primary flight display or GPS navigator, if the airplane has ADS-B In or just ADS-B Out, and if the wiring is clean, labeled, and not a bird’s nest behind the panel. Panels age like software; they either stay relevant or drift into obsolescence. Buy accordingly.

Operating Costs

The acquisition price is just the opening bid. Before committing, snap out of the love affair you’ve already begun with the airplane and estimate your real costs, including hangar or tie-down, insurance, fuel burn, routine and non-routine maintenance, annuals, engine fund reserve, prop reserve, and subscription services (ForeFlight, GPS updates, etc.). A wonderful flying machine can become a financial burden if you underestimate these numbers.

The Bottom Line

If the airplane passes the checklist—and your gut check—only then is it time to think seriously about ownership.

Buying a used GA airplane is one part logic, one part research, and one part emotional connection. But the pilots who end up happiest are the ones who treat the process like a disciplined evaluation rather than a passion purchase.

A clean pre-buy, stable maintenance history, trustworthy logs, and realistic budgeting will do more for your long-term satisfaction than any paint scheme or shiny screen ever will.