Cost of an Annual Inspection

[Panama Jack]

Hello all,

I am just wondering what a ball park figure would be for the cost of an Annual inspection on a privately owned light single engine taildragger, such as a Cessna 120, 140 or a Luscombe.

[l_reason]

Thats a loaded question, the first annual you have done at a new AMO/AME will cost you more then the next years. I have a Luscombe that I've put through 3 annuals, I want my plane to be in better shape year after year. I do my best to keep the cost down, but at the same time I'm not be cheap. Its a delicate balance, your thinking about buying an old plane, 40 to 70 years old. These things need to be kept up changing bushings, control cables, windows, exhaust, tires, seats, radios, brakes and lots of hardware. You may be able to get an annual done for $500, but if your planning to keep your plane in good shape it will cost you closer to $1500-<$2000 a year. And just to be clear the inspection its self is the cheap part ($500) but keeping it in good shape will cost a lot more if you plan on flying it much.

Aircraft are not like cars, with a car you start with something new and after fixing what you need to the car is eventually not worth putting any more money into. Trash it and get another car. That's why older cars are worth almost nothing. A plane on the other hand if maintained properly will almost never wear out. If a part shows sighs of wear you replace them sometimes even slight sighs of ware is enough to warrant replacement (control cable) because there is a really good chance that part is not going to be cheaper next year and you'll only ever change it once.

Any AME's feel free to set me strait.

[niss]

Hello all,

I am just wondering what a ball park figure would be for the cost of an Annual inspection on a privately owned light single engine taildragger, such as a Cessna 120, 140 or a Luscombe.

I have been pretty open with my maintenance issues and costs on my blog. Take a look. http://www.cfubc.blogspot.com

[Panama Jack]

Thanks so far for the answers guys. I understand that there is no straight and easy answer to the question and that is fine. Of course, replacement of parts is a variable issue. I am trying to get information as I am thinking of perhaps becoming an airplane owner in the next few years and so trying to research, as much about the various technicalities as well as "can I afford it?" I've heard the answer to that question with the analogy "if you can set afire a $100 dollar bill, watch it burn and not even flinch, you are ready for airplane ownership." Not a helpful answer though.

[Ballsssssss]

not a penny less than $123,476.98

[qa guy]

$500 for an annual?.......it will take about 16 hours to properly inspect an airplane like that. shop rates are about $80/hr. unless you have a real cheap freelancer doing your annual, it will cost more. If you just bought the airplane there should be a number of snags. (extra labour and parts) Just be very careful if you have a "freelancer". Make sure he/she has plenty of "recent GA experience".
There are many guys out there signing off inspections on airplanes they are "unfamilier" with to say the least. Good luck on you purchase!
One area many guys screw up on is the pre-purchase. Make sure a good AME familiar with the airplane as well as the AD's, SB's, component time limits.....etc does the pre-purchase. It may cost some bucks now but will save you a fortune when you buy. All area's I have seen many people get screwed on before.
Good luck on you purchase!

[Hedley]

it will take about 16 hours

There's your answer. Multiply 16 by your shop rate,
and that's the flat-rate cost of the "inspection".

Now, if your aircraft is perfect (ho ho ho) and nothing
is found worn or corroded or defective, that's all
you will pay. Ok, maybe a couple more bucks
for the oil change and solvents.

The sky is literally the limit, for parts and labour, if
something is found wrong. You may need a new
engine (or parts of one). You may need a new
prop (or parts of one). You may need new wings
(or parts of one).

Get the idea?

The good news is that you can research AD's yourself:

http://www.tc.gc.ca/aviation/applicatio ... .asp?rand=

In fact, as a private aircraft owner, YOU (NOT YOUR
AME) are responsible for AD compliance!!

For older aircraft, AD's tell the story about where
you're likely to spend your type-specific maintenance
dollar - I'm not talking about generic stuff, like
internal engine corrosion from misuse, etc.

[iflyforpie]

I do annuals at a minimum of 12 hours at $88/hr + 5% consumables for single-engine fixed gear aircraft and this includes research for out of phase and component times required by CAR625 App B and C. AD search and action, tech log updates, special airframe inspections (ie Cessna trim jack overhaul), repairs, and parts are extra.

Some planes sail through with no snags or minor ones which I fix as part of the inspection. Others are basket cases with things like metal in the oil, corrosion, or outstanding ADs that can add considerably to the price.

Hedley makes a good point about the responsibility for the condition of your aircraft. The AME only signs out the inspection and the work done on the plane. It is up to the OWNER to make sure the maintenance requirements have been met-even those that aren't specifically listed in CAR 625 App. B or C. You can save a lot of money by doing the research yourself.

[Hedley]

minimum of 12 hours

You are faster with a #2 Philips than I am

The AME only signs out the inspection and the work done on the plane

Just to clarify that: just because you have a fresh annual/100hr
inspection signed off on a private aircraft, doesn't mean that
the AD's are current. That is the responsibility of the OWNER.

I'm not sure everyone who flies private aircraft completely
comprehends the above

[scouty-dog]

Whenever I signed out an annual, I made sure the owner realized that all he was purchasing was an 'inspection'. Any other work was added on, and took more time/money. Most owners I worked with were familiar with AD research themselves, which they should be. Do not think the AME will comply with every single AD that is required.

Cost was $600 for annual, labour was $80/hr.

[iflyforpie]

You are faster with a #2 Philips than I am

Screw gun for machine screws and the trusty speed handle or ratcheting screwdriver for the rest. One panel at a time. Nothing wrong, it goes back on.

However I'm not as fast as the AMEs who can do a thorough annual in less than 8 hours.

[Hedley]

Couple of thoughts:

1) not sure how anyone who charges less than $100
per shop hour for work performed in a heated hangar
isn't losing his shirt.

2) Owners: to save yourself some $$$, please consider
doing the following:

i) research the AD's for your aircraft as per the URL I
posted earlier. Print that list off. Print off the AD's and
supporting SB's. You should make a file of AD's for
each of your engine, prop and airframe which you
should update each year. The first time you do this,
it's time-consuming, but it's cheaper than paying
someone else to do it, and all you need is internet
access and a printer. Pay special attention to recurring
AD's and miscellaneous AD's.

ii) update your tech log, with your daily totals from
your journey log. Don't pay your AME to do this
grunt work.

iii) speaking of grunt work, before your aircraft
goes into annual, CLEAN IT. Now, I know some
AMEs like to spot smoking rivets, but an inch of
grease on the belly isn't helping anyone. Buy a
gallon of "mineral spirits" at Home Depot and
a spray bottle and some rags, and clean the
underneath of your airplane. I would also wash
the aircraft (not in direct sunlight!) and clean
and vacuum the interior, but that's just me.
No harsh chemicals on the plastic windows,
just a gentle soap, and then car wax to
clean and remove mild scratches from the
plexi/lexan.

As you clean your aircraft, you will discover
all sorts of minor stuff, like missing screws
and cracks that often are neglected but are
often postponed to the annual.

FWIW.

As far as hours for an inspection goes, I spend
8 hours forward of the firewall, and 8 hours
on the rest of the airframe of a single. I
don't work very fast, though.

I suppose with two guys, one could do
the engine, and the other the airframe,
and if you don't need any parts or find
anything traumatic, you're through in
one day. But that's still 16 hours.

[scouty-dog]

I should clarify my last point: I do not have a hangar, AMO, or expensive overhead. That's why it is cheaper than $100/hr.
All my annuals are performed in the owners hangar. They like that too as they don't have expensive hangarage fees at AMO's, and is very convienent for them.

[small penguin]

I'll admit when I sent my aircraft in for annual it wasnt very clean on the outside, but it was on the side. When I got it back, it wasnt very clean in and out. Foot prints on seats and empty Tim Hortons' coffee cups in cargo arent a nice way to get a plane back

I fell victim to the ad stuff though.

Hedley - if I sent my aircraft to you (hypothetically) for an annual, and gave you a checklist I made myself, based on the ones from the service manual for the aircraft, as a mechanic would you take offense to me doing so or not? (I ask since during my previous annual, about half the items on the list were never done)

From reading your posts about annuals and such, that is one of the way I came up with the list. It also includes the ADs that must be done (none require parts, in fact they are all just 'inspections'), as well as doing a pre- and post- ground run. A compass swing (not penciled in).

[Hedley]

Type-specific inspection checklists are a great idea
for private aircraft! Just make sure you start with
all the required tasks in the CARs, then merge in
specific items from the manufacturer's checklist,
then merge in the repetitive AD inspections, which
after all, you as the owner of a private aircraft are
responsible for being carried out anyways.

The checklist actually shouldn't end up being that
long, on a fixed-gear fixed-prop non-turbocharged
non-pressurized single engine aircraft.

[iflyforpie]

ii) update your tech log, with your daily totals from
your journey log. Don't pay your AME to do this
grunt work.

Daily totals are no longer required. Just the times when maintenance is done. Print your name and license number and don't include "the maintenance described above...." since it is not a maintenance release.


If I got a clean aircraft with a checklist that had all the approved items and ADs/SBs provided by the owner I would think I'd died and gone to heaven.