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When I get serious about buying an airplane, I am very concerned about
the condition of several critical parts, which can be very hazzardous if they
are defective.  So here is my checklist and what I look for:

                               Rubber Parts
1. Hoses.

    Rubber parts on airplanes have a way of not getting changed
    frequently enough.  They need close inspection

    Hoses for fuel lines, gyros, vaccum lines, hydraulic lines, oil lines,
    de-icing boots, de-icing boot lines, all are subject to deterioriation
    over time.  Any indication of checking (small cracks in the surface)
    are the beginnings of an accident waiting to happen.  Get them
    replaced at the first sign of deterioriation.

     Rubber Seals, O rings, and landing gear struts should be given
     close attention.  These things wear and require expensive disassembly
     to replace properly.  Specify that they are replaced at the annual.

     If any strut seals are leaking, get these items repaired BEFORE you
     take delivery. (There are chemicals which will swell the seals and are
     FAA approved so this may not require new seals and is a cheap fix.
     BUT, do you really want a cheap fix instead of a permanent solution?).

2. Tires & Brakes

    These should be checked.  If the tires are worn, or have checking
    from age, they should be replaced.  I like new tires to start off a
    relationship with a new airplane.

    These items usually get reasonable attention at annual inspections
    so, they are probably in reasonable conditions.  However, Brakes,
    Brake Linings, and Wheel Bearings should be inspected to make
    sure they are in decent shape.
 

3. Filters

    Filters have a way of not getting changed frequently enough.
    This goes for fuel filters, oil filters, and gyro filters.

    All of these things are essential for the safe operation of an
    airplane.  They also tell you a lot about how the airplane was
    taken care of.

    If these items have been neglected, you have probably got
    a considerable amount of hidden damage in the engine, gyros,
    and possibly the fuel system.

   Gyro filters are especially insidious because a gyro filter
   on instruments can be fatal.

4. Window Plexiglas

    If the airplane has been setting outside there may be crazing in
    the glass.

    If the airplane is pressurized, do not accept delivery unless these are
   fixed prior to delivery.

    This is a very expensive repair (new windshields/windows  are required)

5. Radios/instruments

    Make sure all radios and instruments work, the altimeter and transponder
    inspections are current.

    Everthing on an airplane is required to work in order to fly it unless you
    have a Minimum Equipment List (MEL) .  Many older airplanes do not
    have a MEL.

6. Propeller Health

     If you have a controllable prop, make sure that the AD notes are
     complied with, that the prop seals are not leaking, and it has been
     overhauled within 5 years / 1500 Hours.

     Inspect the prop carefully for any nicks that have not been properly
     repaired.

7. Retractable Landing Gear.

    If your plane has retractable landing gear, be sure to have
    a retraction check done and check the condition of the
    gear motor.

    Many older planes, such as the Commanche Series have
    gear motors that did not get adequate maintenance, and
    are gear up accidents waiting to happen.

8. Fuel Cells

   Check when the fuel bladders were last replaced.

    Leaking fuel cells must be replaced before taking delivery.  Leaking
    fuel is a fire hazzard, as well as a hazzard of an in flight rupture and
    an off airport landing.  Rubber fuel cells have a definite life and
    you need to know it.  They are expensive to replace.

9. Vacuum Pumps

    Make sure these are working.  Your life depends on them
    if you are flying IFR.

10. Engine Health.

    It is difficult to tell what sort of condition an engine is in, just from looking
    at the records.  So, you need something else.  That I believe is better than
    a mechanic.  It tells much more than a compression check although a
    compression check is basic.

    Here it is  Oil Analysis - Use it to inspect the engine.

   The US Navy uses oil analysis to determine the internal condition of
    their engines.  If it is good enough for them, it is good enough for me.

    And best of all, it is quick and cheap. (About $25.00 a sample).
    Best Life Insurance you can buy.

    I have used Cleveland Technical Center, Cleveland, Ohio for many
    years.  They are inexpensive for the fantastic service they give and
    on one occasion saved me some very expensive engine repairs with
    a phone call.

    Oil Analysis can tell you a whole lot in a very short time.

    Here is how I use it to check out a strange airplane/engine.

    1.  When I arrive to inspect the airplane, I take an oil sample from
    the engine and send it off Federal Express.  I get a report back by
    phone the next day.  (I make a note of the time on the engine and
    the time on the oil).

    2. I fly the airplane, usually a couple of hours, and then take another
    oil sample and send it off Federal Express.  I use these two reports
    for a baseline.  (The people at Cleveland Technical can tell quite a
    bit about oil even from as short as 1 hour of use.  If something is
    coming unglued, it will show up immediately and they can tell you what
    is going on inside.)

    3.  When I get the bird home, I put new oil in it, take a sample at
    that time, and then every 25 hours thereafter.

    Why Oil Analysis is an Early Warning System

     Long before something breaks inside your engine, it starts to wear
     and as time progresses, it wears faster and faster.  These microscopic
     wear particles show up in your oil.

      By using spectrometric analysis, the wear analysis can tell where these
      particles are coming from, and suggest cheap fixes, before they become
      expensive ones.

      Wear analysis will show silicon (sand), which is an indication that your
      air filters are leaking......Air Filters cost $50 or so.......A teaspoon of
      sand in an engine can cause an engine overhaul, which costs about
      $12,000 in todays prices for a cheap engine.

      Wear analysis also detects other things that are getting ready to
      come unglued.   For instance, chrome, indicates cylinder wear if you
      have chrome cylinders, Copper/Bronze indicates bearing wear,
      Beryllium indicates bearing wear, Iron indicates cylinder/valve
      wear.  Water indicates the plane has not been flying enough.
      (Also rust is setting in, which is an expensive overhaul on the way.)
      There are lots more things oil analysis checks

     When you get a report on the oil analysis, you know a lot about the
      internal health of the engine that a mechanic cannot really tell you
     from a compression check.

     By the time an airplane engine has compression problems, they are
     very very expensive problems.  (As well as obvious ones)

11. Airframe

    Inspect the airframe carefully.

    Look for signs of corrosion, bent or wrinkled skin, leaking fluids (oil, gasoline,
    hydraulic fluid)

    Any corrosion should be reason to leave this problem with the owner.

    Any structural damage (bent skin, wrinkled skin) indicates something
    amiss (and expensive)....Get it fixed BEFORE you buy it.