1. Exactly what IS damage history?

Airplanes get bent in any multitude of ways- if it can be done, someone's done it. We've seen everything from bullet holes in the firewall of a Skylane to a King Air whose tail was chopped off by a hangar door- and re-attached! While the definition of what constitutes a "damage history" can be gray at times, here's the one we use: "Any history of an incident or accident that seriously affected the airworthiness or structural integrity of the airframe or engine(s), excluding control surfaces". Why do we exclude control surfaces? Because they're often bent or damaged in "hangar rash" incidents, and once replaced (or re-skinned) are usually as good as new. Most "hangar rash" type repairs can be ignored, and are not considered as damage history. We also exclude leading edge skin repairs or windshield replacements for bird strikes.

Most major damage events usually require that the aircraft be in motion, as opposed to being run into by a (plane, bus, truck, car, boat or fuel truck- fill in the blank!) If the aircraft was at rest at the time, the incident is usually not considered to be quite as serious.

2. How does a damage history affect the sale of a plane?

The answer depends a lot on the type of plane! Beechcraft buyers are probably the least likely to purchase a previously repaired craft, while Arrow 180 buyers almost expect an old gear-up in the logs. In our recent survey of about 900 buyers/owners, 21% said that damage history was the most important factor to them when purchasing a plane. If you buy a plane with ANY major damage history, bear in mind it will be more difficult to sell- and thus take longer- than the same plane without any. (You'll also be forced to explain it all to the next buyer.)

A certain percentage of buyers, especially first-time buyers, will not purchase your plane at virtually any price. Which leads us to the next question.....

3. How much does damage history affect the value?

There is always a decrease in the value for any major damage history. The exact amount of this deduction is dependent on a number of factors, but the primary ones are the extent of the damage and the age of repairs. If you are the first one to fly a plane after, say, a wing rebuild, you're going to be thinking very hard about that wing! Recent major damage always imparts some lingering doubt regarding the structural integrity of the major aircraft components, and/or any hidden damage that may be costly to repair in the future. Over time this doubt (and the amount of any deduction) diminishes, but never goes away completely.

Given two absolutely identical aircraft, one with an old damage history and one without, which would you buy if the price was the same? What is the only thing the seller of the previously damaged plane can do to convince you to buy his? Lower the price!

(We've actually seen sellers argue that the damaged and repaired plane is now "better than new". For those who truly believe this, call us- we've got a great repaired bridge for sale.....)

NOTE: If you submit an appraisal request thorough our QuickQuote service, there is a space towards the bottom to enter detailed damage details.

4. How can I be certain the plane is damage-free?

With complete certainty? You can't. Damage history is probably the second most misrepresented item of an aircraft's' specifications (airframe/engine hours are first), and while you can never be completely certain, there are ways to be fairly sure.

Start with the obvious- have an experienced A&P look over the plane with an eye towards repairs and/or existing hidden damage. Have them read the logs carefully- especially at the time of engine overhaul. If you notice the engine was overhauled prematurely at any time, look carefully at the airframe log entries around that date. The repairs required to fix major damage, such as a serious landing accident, requires the filing of FAA form 337- "Major Alteration or Repair"- with the FAA. A copy of this form is supposed to be kept with the aircraft records, but often gets "lost". If you become aware of a damage history from the logs, look for the accompanying 337, as it will usually contain a more complete detailed description of the repairs involved.

Buying a plane with a damage history can be fine, IF it's been properly repaired and documented, and IF you're willing to take the extra time and trouble when you sell it, and IF it's priced appropriately. And - the big if - IF you're comfortable flying it. It's a very personal decision that's totally yours to make, but at least you now have a better idea of the whole picture.

You'll find an unusual tale about damage history here on our web site.