Before we buy an aircraft — on our own account or yours — it goes through a 77-point inspection and records discipline, in three stages. This is where helicopter deals are won or lost: the largest costs sit in the records, not on the paint.
Talk to us about an inspectionThe seller supplies the records in digital form first: logbooks from birth with no gaps, work packs, modification and repair history, AD and service-bulletin status, component run-out, deferred defects, incident statements and storage evidence. We review all of it before an inspection team moves.
Airworthiness documents sighted in the original. Airframe, rotor systems, drive train, powerplant, hydraulics and avionics physically inspected — including a mandatory engine borescope — then ground run and flight test. Every life-limited component's log card is audited line by line against the run-out report: part number, serial, install data, time remaining recalculated from first principles.
Oil and hydraulic fluid analysis, usage-data review where fitted, and every finding consolidated into a discrepancy and valuation summary — the document the negotiation then stands on.
Most pre-purchase inspections take the component status report at its word. We don't. Every component card is checked for presence, identity, install data and release traceability, and its remaining life is recalculated — because an engine-mounted component measured on the wrong clock, or a card that doesn't match the part fitted, changes the value of the aircraft.
Each component is classified in plain language: Log Card Verified · Note on File · Log Card Requested · Pending Review. The counts are reconciled to the run-out total before we leave the aircraft.
The full checklist is a Heli.Global working document, supplied to clients as part of an engagement.