Engine pre-purchase inspection: what a buyer should demand

1. Records review

Demand a full review before the physical inspection, not after. The reviewer should confirm: back-to-birth traceability for every life-limited part (LLP) with the cycles remaining to the next limit; shop visit reports with the workscope actually performed; airworthiness directive and service bulletin status; a current non-incident statement; release tags (FAA 8130-3 or EASA Form 1) for accessories and the engine itself; and the current TSN, CSN, time and cycles since the last shop visit.

2. Physical inspection

A full borescope inspection, hot and cold sections, with video of every stage and findings sized against the AMM limits. A general visual inspection of the externals — lines, harnesses, cases, mounts — for leaks, chafing and damage. A QEC or EBU inventory against the sale specification, with data-plate photos, so you know exactly which accessories you are paying for.

3. Performance data

The last test cell or on-wing max power assurance (MPA) run, and the EGT margin trend. An engine with LLP life and clean records but little EGT margin is a shop visit waiting to happen, and the price should say so.

4. The report

One document that maps every finding to a limit, lists every records gap, states the QEC discrepancies, and tells you in plain words which items change the value and which are housekeeping. That report is what you negotiate on.

Red flags

Any break in LLP traceability. Repairs with no paperwork. EGT margin close to zero. Repetitive inspections open with no history of what started them. Borescope findings marked "monitor" with no measurement. A seller who offers their own video instead of access.

Timeline

Records review takes days once the documents arrive; the physical inspection is half a day to a day on wing; the report follows within one to two working days.