A plain-English guide to the FAA annual inspection process — what's checked, how long it takes, what squawks typically surface, and how to keep your aircraft ready year-round.
Every aircraft operated under FAR Part 91 in the United States must undergo an annual inspection by an FAA-certificated Airframe and Powerplant (A&P) mechanic with Inspection Authorization (IA). Most aircraft owners know this, but fewer understand what actually happens during the annual, which makes it hard to plan for, budget, and avoid surprises.
Under FAR 91.409, a certificated aircraft must be inspected within the preceding 12 calendar months. "Calendar month" is significant — not 365 days from the last inspection. An aircraft annualed in November 2024 is due by November 30, 2025 regardless of when in November 2024 the inspection occurred.
The annual inspection must be signed off by an IA (not just an A&P). An A&P can perform the work, but the IA must make the airworthiness determination and sign the logbook.
The annual inspection is guided by FAR Part 43, Appendix D, which lists the items that must be checked for each area of the aircraft. This isn't a checklist in the pilot sense — it's a comprehensive examination of the entire aircraft.
Several recurring inspections may align with the annual or need to be performed separately:
If these are due and you're already at the shop, do them concurrently. Separate trips cost more.
Every mechanic has a list of issues they reliably find on specific aircraft types. Knowing these ahead of time lets you budget realistically.
Cessna 172/182:
Piper PA-28 (Cherokee/Archer/Arrow):
General common squawks:
Every annual will find something. The question is how significant the findings are.
For a simple single-engine piston with no known issues, plan on 3–5 business days at most shops. Complex aircraft (retractable gear, turbo, multi-engine) take longer. An aircraft that hasn't been well-maintained or hasn't flown much — corrosion is worse on infrequently-flown aircraft — can take significantly longer.
If the shop finds a significant squawk (engine teardown for investigation, control cable replacement, brake master cylinder replacement), add time for parts procurement and additional labor.
Realistic planning guidance:
Annual inspection costs vary by region, aircraft type, and shop. Rough ranges for a typical GA single:
| Component | Typical Range |
|---|---|
| Shop inspection labor | $800–$2,000 |
| Oil change and filter | $100–$200 |
| Routine consumables (filters, gaskets) | $100–$300 |
| Repairs (squawks — variable) | $0–$5,000+ |
| ELT battery (if due) | $150–$400 |
| Transponder/IFR cert (if due) | $300–$600 |
Budget $1,500–$3,000 for a clean aircraft with no known issues. For an aircraft with deferred maintenance or approaching an engine-critical inspection, budget more.
The right way to approach the annual is to build toward it all year, not absorb the full cost in one month. If your aircraft costs $2,500/year in annual inspections and routine maintenance, that's roughly $208/month, or about $12.50/hr on a 200-hour/year aircraft.
Putting that reserve aside monthly (or per-hour in a flying club context) means the annual is a planned expense, not a surprise. Flying clubs that don't charge a maintenance reserve inevitably face special assessments when the annual comes in high.
The best annual is one where the IA finds nothing significant. Getting there requires attention between annuals:
Aloft360's maintenance tracking keeps all of this organized: inspection due dates, squawk board, and maintenance logs per aircraft. When it's time for the annual, you hand the IA a complete history rather than a shoebox of logbook scraps.
When the inspection is complete and all discrepancies are corrected, the IA signs off the maintenance logbooks with the date, the aircraft's total time, and the language "I certify that this aircraft has been inspected in accordance with an annual inspection and was determined to be in airworthy condition." This entry is what makes the aircraft legally airworthy for the next 12 calendar months.
If any discrepancy was found but cannot be immediately corrected, the IA may list it as a logbook entry noting the condition and any operating limitations, and the aircraft cannot be returned to service until the discrepancy is resolved.
The annual inspection is an opportunity to catch developing issues before they become airworthiness items. Maintaining good records between annuals — logged squawks, tracked inspection intervals, documented maintenance history — gives the IA a clear picture of the aircraft and reduces the time and cost of the inspection itself.