3301-B NE Cornell Rd.
Hillsboro, OR 97124
Phone (503) 648.3670
Fax (503) 693.1869
A Testament to the Value of a Thorough Pre-Purchase Inspection
Some planes look good on the outside and this was one of them. This 1974 Cessna 182P had good paint and interior. The engine ran well even if it did sound a little louder than normal. It was delivered to us for an annual inspection shortly after what the customer assumed was a solid pre-purchase inspection by another shop.
During the initial run-up we noted that the tachometer was 200 RPM lower than the actual engine RPM and the alternator light was inoperative. Once the cowling was removed, the compression checked fine but the engine seemed to be sagging. A check of the engine mount confirmed that it was bent at the lower tubes and at the engine Lord mount pads, probably from a hard landing. A check of the log books showed that someone had “shimmed the engine up” to get it to point in the right direction. Fortunately the damage did not extend into the firewall or the nose landing gear attachments. The carburetor air box was cracked in numerous places and had many loose rivets. A look up the tailpipe showed burned out muffler flame cones, explaining the louder than normal engine noise. The propeller blades seemed to be loose in the hub when we rotated the prop for the compression check. The prop shop confirmed that the blade shake was excessive and repaired the prop.
In the cabin we found the pilot’s rudder pedals flopping around on pivot holes looking like binoculars and twice the normal size. The master cylinder mounting brackets were worn out, adding to the looseness. The nose gear steering bungee had loose rivets and a missing positioner causing additional lost motion. This is the kind of steering that calls for advance planning on the taxi way.
We checked the front door posts where the lift struts attach to the bulkhead for cracks and found the usual suspects in both sides of the lift strut bulkhead. Fortunately Cessna has a service kit SK 182-115 for this repair. It entails some new inspection holes, reinforcements and temporary removal of the fuel lines for access to the repair areas.
In the wings we found worn out aileron hinges, a defective stall warning switch and a right flap track that was moving excessively on the rear spar. The flap track was found to be cracked. Once it was removed the rear spar was examined and a 2-inch long crack was found in the spar radiating out of the rivet holes attaching the flap track. This required replacement of the entire rear spar in the right wing because of the proximity of the damage to the flap track.
Aft of the baggage compartment we found bulkheads that were deformed and cracked. The battery box supports were damaged by corrosion. Further aft, the trim tab actuator was internally lubricated with rusty rain water, explaining the complaint of the trim control locking up in freezing conditions. A rigging check also showed that the trim tab travels had been carefully set exactly in reverse of the correct travels. During the inspection of the right elevator, the counter balance weight seemed to move too much. Closer inspection revealed a broken support rib for the counter balance weight and the elevator skin supporting most of the load.
We had seen all these major discrepancies in other Cessna 182’s before, but never so many flying in formation in a single aircraft. Several other discrepancies were found in this aircraft ranging from minor to major. In a proper pre-purchase inspection, discovery of any one of these major squawks would have probably saved the potential buyer from becoming the owner of all these major squawks. At the very least, the seller might have shared the expense of the repairs. We have found problems in planes that are only 3 or 4 years old during a pre-purchase inspection. Most of the planes we service are now about 30 years old and show their age one way or another. They may have made it through an annual inspection last year, but an inspection is only as good as the inspector who performed it. Some mechanics sell inspections and some mechanics sell sign-offs.
Before you (and the bank) bond with a flying machine consider an inspection by an experienced and thorough inspector − the kind of quality inspection performed at Northwest Aircraft Maintenance. It will only confirm your good judgment and make your buying experience a positive one.
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