u/FlyRvR

What is the best way (Free?) to look at historic tracks on a specific aircraft over the course of the last five years?

Only 20 in the last six years, hangared, kept clean in a desert environment.

How worried should one be about cylinder/crank corrosion?

OK, this will be my first Nissan in almost 30 years. I loved my Pathfinder, it was a great vehicle. I'm looking back at Nissan now with the newest version of the Frontier, and will be test driving one today.

For those of you who have owned a '22 to '24 Frontier, what things have you had to repair? What kind of things don't you like? How many miles have you put on your truck so far?

I have not talked to the inspector yet. I had good vibes about this before getting the inspection done, and although some of this seems OK, normal wear, or can be fixed and negotiated. There are some things that seem... odd......

He did a general look around the aircraft, then focused on the engine today. He will look for corrosion, and other air frame stuff tomorrow.

Engine is near TBO, no metal in filter checks, good compressions, and two good oil analysis points, waiting on a third. The owner flies it regularly.

It is a Mooney M20E, IO-360-A1A engine.

Here is a shared drive with inspection photos.
Here is the quick write-up I got from the inspector:

Compressions are as follows: 

#1: 75/80  #2: 70/80  #3: 76/80  #4: 77/80 (Previous were: 78 74 72 74)

The following discrepancies have been noted so far:

1. -RH wing tip damage, dented
2. -Paint missing at many fastener, rivets and leading edges leading to surface corrosion
3. -Upper cowl fwd interior sheetmetal damaged due to chaffing by baffles. 
4. -RH and LH aileron trailing edges dented and wavy
5. -RH elevator has patch repair, research required if allowable and balanced
6. -LH Elevator youtube trailing edge spray painted
7. -Flaps inbd trailing edges notched, stock? Research required.
8. -Rudder control rods contacting tail cone and RH elevator, may require rigging
9. -LH wing upper 2nd panel from inbd has paint patch.
10. -LH wing outbd edge has a repair strip or doubler, research required.
11. -Some instrument labeling worn and or unlegible
12. -Generator belt loose
13. -Generator braket broken, one bracket may be missing, aft generator hardware missing
14. -Generator contacting fuel control levers
15. -Loose exhasut pipe at ball joint
16. -Exhaust pipe hardware has been chaffing on firewall, worn aluminum and notched due to hardware
17. -Engine control cables chaffing on engine mouts and firewall.
18. -Engine oil return couplings leaking
19. -Cylinder 1 and 2 seaping at bases
20. -Crankshaft seal leaking
21. -loose clamps and broken zip ties inside engine bay
22. -incorrect baffling and selants used
23. -lower engine shock mounts appear worn

 

I'd really appreciate feedback as this will be a big decision in the next day or two, so I'm looking for as much as I can get. I'll update after contacting the inspector.

I'm moving forward on a purchase of an aircraft long-distance. So based on the schedule and costs, there's a chance I will not see the plane till I go get it, or have it delivered.

We are using escrow. We are using the AOPA purchase agreement document, but modifying it. So I have some questions.

Is it OK to stipulate a specific set of criteria for the pre-buy inspection? In other words, a final oil analysis triggers an engine inspection, and if that goes well, a personal inspection upon delivery, and a test flight included?

Is it OK to state that the Buyer can walk away from the purchase if any part of the inspection shows that the aircraft may not be up to the standard they are looking for? How is that standard measured in a document like this? How specific do I need to get?

It looks like the document is saying that all communication be in writing, by mail -- is it OK to instead use mutually agreed upon email/PDF/electronically signed docs until the final delivery? I can't imagine how long the process must take if I have to print and mail everything back and forth!