Buy Cessna

The 172 has evolved considerably since then, now with over 21 versions of the 1956 versions. The Cessna 172 is a good buy for almost every General aviation pilots as it is relatively simple to assure and cost effective to use. What is the right one for you, what you should be looking for, a quest for the more subtle detail and the completion of the sale.

Do''s and don''ts of purchasing and sales of an aircraft

And if there ever was an undertaking to which the term reservation elevtor applied, it would be the acquisition of an airplane. We' ve all listened to terrible tales about both sides of selling an airplane, and I've experienced a few myself. The majority of us considering a buy will look at used airplanes, and some of these airplanes will be 30 or 40 years old.

Please take an independant technician with you to carry out a pre-purchase check. On a 30-year-old plane, an efficient log report is a six- to eight-hour proposal - and that's before you look at the plane! In the case of turbojet airplanes, you can buy in advance for $10,000. Frankly, based on the record, I'm rejecting more business than the plane's state.

When I see a sign off from a business with a doubtful record, or an equivocal logging record for a larger fix, lack of forms 337s (FAA's major repairs & alteration documentation that should be in the logs), or lack of or cryptic AD compliancy records, I become very sceptical. The next stage, when the flight reports are checked out, is to make sure that the aircraft equipment is the right one and that what is written in the report has actually been achieved.

If I found this after the sales, the seller's answer was that the AD' had been made on the airplane when it was leaving, which meant for me that I had to proof something else.

This was also recorded and the plane was reduced by another $12,000 even though none of the defective parts were left in the plane. Due to its known loss experience, the plane was valued at $24,000 below the fair value. Knowing of the loss, the purchaser was happy with the documents and performed an extended pre-emption, which included an endoscopic check of the handle and cams ( which proved that they were indeed in good condition).

I am sure that he issued a reasonable amount of cash for this pre-purchase, but the aircraft was reduced significantly more than he was paying for the overhaul. However, if it is not officially endorsed, the aircraft is not flying properly; if you have a concern, your insurer may not be able to provide coverage and your certification may be at risk.

You, the operator, are in charge of the management of the maintenance documentation: iii ) the signatures and certification numbers of the persons authorising the aeroplane to be put back into use. iii ) The period since the last reconditioning of all objects fitted to the aircraft requiring reconditioning at a specified date.

iv ) the actual state of the inspected aeroplane, as well as the period since the last mandatory service prescribed by the programme of inspections after which the aeroplane and its equipment are serviced. v ) The latest state of the valid AD and security policies, specifying the respective conformity methods, AD or security policy number and date of overhaul.

When the AD or Security Policy provides for recurrent actions, the date and hour when the next event is needed. When you sell a good record of logs proofs that you are not trying to conceal anything. When you buy, and the logs you get are a compilation of work orders and yellows in a 9x12 cover, you may want to buy another one.

Don't even think about testing an aircraft for sales unless you see the signing for the Yearbook and it is endorsed by an International Association (not just an A&P) and it states that all A&P' are adhered to. Again, don't buy a jet with a pledge or charge.

And if the arrangement says that the plane must undergo an initial check before it is purchased, and it doesn't, you have a car to get your cash back - without going to trial (mostly). Sellers are only liable for the aeroplane's soundness, a clear designation and all protocols and notices.

If you are a salesman, you really don't want to buy a plane that isn't aviable. In order to make it clear, aerial objects are constituents or sytems necessary as necessary instrumentation under the type-certificate for that particular instrument or under the FARs. Extra gear - kit not needed for the mission, or the nature of the mission - is not a problem of viability.

Thus, for example, in an airplane that is only a VFR, there is no need for the man-made horizontal plane to function, since there is no need to have any man-made horizontal plane. A FAR requires that a failing device be deactivated and marked as non-functional, and that it be logged, but it is not an object that is capable of air.

It was pointed out to the purchaser that the boot did not work in the initial purchase was. When buying in advance, however, the purchaser had to insist that he had to work or that the aircraft was not aerial. It was wrong and, according to the contractual conditions, he either had to continue the selling or he had to loose his security.

The sale of an airplane is just as complex. It is the worst dream of every vendor to have his airplane during a pre-buy check in a store on the other side of the border after a store breaks up. Repairer says they will not free the airplane until it is fully reimbursed and/or the repairers have found serious problems and shut down the airplane.

First of all, I would like to tell you that a store cannot drop off your airplane if it is licensed with a recent service. Maybe you need a permission to take it home - if there really is something not right - but you can't keep your airplane. Concerning payment, a good agreement stipulates that the purchaser is responsible for the pre-purchase investigation.

My suggestion is that you take the additional steps of approaching the store operator and checking that this is clearly understandable. Aircraft should not go anywhere until there is a written agreement (including a non-refundable provision if the purchaser does not pay) and a down payment in escrow. It is possible that, if you have had the aircraft for a long period of your life, a pledge may have been transferred to the aircraft during the period in which you have had it.

Though it may not be true, it is a fifty dollar sum to find out before you drive away a prospective purchaser. Usually I do not have pre-buy checks carried out outside the home base of an airplane I sell. I have in this case urged that the full amount of the purchase cost of the aeroplane be deposited on a trustee service before it leaves the United States.

In the case of domestic pre-sales, I anticipate that the purchaser will bear the expenses of transporting the airplane to and from the store, as well as the pilots and their home carrier, if they abandon the airplane somewhere. Normally I will not "show" an airplane unless I am sure that the purchaser is serious about it.

Running a business simply cost too much - and before I pay, I want to be sure that the prospective purchaser is really willing to pay his way. There is no need here in the era of mobile phones not to digitalize the protocols and to be able to provide the purchaser with high resolution, highly detailled photographs of the aircraft.

There'?s a known issue with the plane, you don't want to keep it hidden. You' re not gonna get away with "good enough" on a pre-buy. If you are willing to discourage the airplane, it will probably be less expensive to repair it yourself than to buy the store that will make the pre-purchase and discover the issue.

It runs an airplane service center in Spartanburg, S.C. You can find it on the Internet at flymkleighton.net.