Questions to ask before buying a pre-owned jet

A used business jet can be excellent value or a slow-motion financial accident, and the difference is almost always visible in the records before the deal is signed. These questions cover the aircraft's history, its maintenance and engine status, the paperwork that protects your title and tax position, and the practicalities of operating it afterwards. Ask them of the seller, the broker and your own advisers, and be prepared to walk away from any aircraft where the answers come slowly or incompletely.

1. What is the complete ownership and operating history?

   Ask for every owner, operator and country of registration since new. A single-owner corporate aircraft flown 300 hours a year from a hangar is a different proposition from a charter workhorse or an aircraft that has passed through several registries in humid climates. Gaps in the history usually mean gaps in the records.

2. Are the maintenance records complete, and where are they?

   Records are the aircraft's title in practice: missing logbooks can cut value by 20% or more and make some inspections impossible to sign off. Ask whether they are on a digital system such as CAMP, Traxxall or Flightdocs, whether all major inspections are documented, and whether any period is missing. A pre-buy inspector will spend as long on records as on the airframe.

3. What is the engine status and are they on a programme?

   Find out hours and cycles since new, since overhaul and since hot section on each engine, the time and cycles to the next major event, and whether the engines are enrolled in MSP, CorporateCare, ESP or JSSI with the programme fully paid up. An aircraft off programme with engines near overhaul may need $2–4 million of work; price it accordingly or insist on enrolment before closing.

4. Is the APU, and the airframe, on a maintenance programme?

   Beyond engines, many owners enrol the APU, avionics and airframe in hourly programmes. Ask which ones apply, whether they transfer to a new owner and at what cost. Uncovered airframe inspections such as a 96- or 120-month check on a Falcon or Gulfstream can cost several hundred thousand dollars and should be reflected in the price.

5. Has the aircraft ever been damaged or had major repairs?

   Ask directly about damage history, hard landings, lightning strikes, hail, bird strikes and any Form 337 or major repair entries. Repaired damage is not necessarily disqualifying, but it must be documented, properly signed off and disclosed, and it will affect resale. Undisclosed damage found at the pre-buy is grounds to renegotiate or withdraw.

6. Are all airworthiness directives and mandatory service bulletins complied with?

   Outstanding ADs mean the aircraft cannot legally fly; expensive optional service bulletins that most of the fleet has adopted affect value and charter eligibility. Ask for an AD compliance list and the status of the major SBs for the type. Check also whether the aircraft meets current mandates such as ADS-B Out, RVSM and, for international flying, FANS and CPDLC.

7. What avionics and connectivity does it have, and what will it need?

   An older aircraft with a legacy cockpit may face a $500,000–2 million upgrade to stay useful in modern airspace and to be attractive on resale. Ask about the flight deck generation, datalink capability, terrain and traffic warning, and cabin Wi-Fi. Factor any upgrade into your total cost rather than treating it as optional.

8. Can I do the pre-buy at a facility of my choosing?

   The answer should be yes. A pre-buy at the seller's own maintenance provider, or by the seller's usual mechanic, is worth little. Choose a factory service centre or an independent shop with deep experience on the type, agree in writing what the inspection covers, including engine borescopes and a test flight, and who pays for airworthiness discrepancies found.

9. Is the title clean, and is the aircraft free of liens?

   Commission a title search at the FAA registry or the relevant national register, plus the International Registry under the Cape Town Convention, before the deposit becomes non-refundable. Ask the seller for a warranty of clear title in the purchase agreement and consider title insurance. Liens from lenders, unpaid maintenance or tax authorities follow the aircraft, not the previous owner.

10. What is the tax position on purchase, import and operation?

    Sales or use tax in the US, VAT on import into the EU or UK, and customs duty elsewhere can add 5–27% to the price if structured badly. Ask where the aircraft will be delivered and closed, whether it has been imported into the EU with VAT paid, and how you will use it. Get tax advice before signing the letter of intent, not after.

11. Where will it be based, who will fly it and what will it really cost?

    Before buying, have a management company or your own team price the crew, hangar, insurance, training and maintenance reserves for the specific aircraft at your home airport. Ask whether hangar space is actually available, whether type-rated pilots are easy to find locally, and how the numbers compare with chartering the same hours.

12. What is the type's market like, and how will I sell it?

    Ask how many of the type were built, how many are for sale now, how long they take to sell and what the manufacturer's support looks like. A large fleet with strong support holds value; an orphan type with a dozen examples can be nearly unsellable. Your exit matters as much as your entry.

13. What does the purchase agreement say about acceptance and remedies?

    Read the technical acceptance clause: who fixes airworthiness items, how non-airworthiness items are handled, what triggers deposit refund, and the delivery condition (for example, all inspections due within a set number of hours or months complied with). Ensure the delivery location, registration and deregistration process, and escrow mechanics are spelled out.

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