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Now that the frenetic COVID-induced approach to buying aircraft has subsided (sight unseen…no inspections…no test flights…no kidding !), a more measured and traditional acquisition process has again emerged.A selected pre-purchase inspection (PPI) facility will perform a records review highlighting any deficiencies in the physical and digital records. This review will also reveal systems and component anomalies. It will usually be continuous throughout at least the early stages of the physical inspection of the aircraft.That said, before the PPI facility is presented with the records, it is highly recommended that the purchaser retain an independent type-certified inspector to perform what might be called a forensic examination of the records, both physical and digital. This exercise has more to do with what isn't in the records rather than simply confirming existing documentation. A snapshot of a Gulfstream G650ER Computerized Maintenance Program Status ReportAny relevant findings from the forensic examination of the records should be provided to the inspection facility during the aircraft indoc. This is usually a boardroom meeting at the PPI facility with all prospective stakeholders present. Any decision to share these findings with the seller's team is something that may be influenced by the conduct or attitude of the seller's team. Sometimes these early-stage negotiations and disclosures can be a little tense.The Gulfstream Aerospace version of a PPI is known as an Aircraft Records and Condition Survey (ARCS). This redefining of the terminology no doubt came about because, at some point in a contentious PPI, some lawyer decided that the inspection had not been properly executed. Alternatively, the PPI is not an FAA/EASA-recognized inspection embodied in the mandatory inspection cycle for the make and model of aircraft. The term PPi is still used colloquially by us industry types.The Gulfstream ARCS can be requested at various levels of invasive inspection, from Lite to Basic to Standard and finally, Premium… being the most thorough level of inspection.These (below) are indicative inspection costs for Gulfstream aircraft. However, Aviatrade has never seen an inspection where the cost of which was inside these guidelines. The inspector's initial forensic records review may also reveal trend-monitoring abnormalities in the aircraft systems or outfitted equipment. Something such as recurring discrepancy that, while not strictly safety-related, could indicate an incipient failure. In this scenario, the inspector may request inspections over and above the inspection facility's checklist (ARCS) items. If the request is supported by technical findings or fault tracing, then the seller should have no problem agreeing to any additional inspections.These additional inspections are usually related to corrosion inspections of known corrosion-prone areas of the fuselage. In the case of some Gulfstream models (G450/G550), some of these inspections focus on the fuselage area below the emergency windows While the inspection facility will complete the inspection checklist and record all airworthiness discrepancies, the purchaser should insist that the independent inspector is on-site for most, if not all, of the inspection and rectification process. This ensures an independent set of eyes is monitoring all of the inspection activity and confirming the findings.Some findings by the facility inspection team will be designated "info only". These generally apply to cosmetic and other non-airworthiness-related items. A purchaser can request that the inspection facility address these items during the inspection, at the purchaser's cost.Later model aircraft (EG., Gulfstream G550 / G650 / G650ER / G500 / G600, Bombardier Global 6000 / 6500 / 5000 / 5500 / 7500, Falcon 6X 7X / 8X) will possibly have remaining warranty. This warranty coverage can be used to address covered discrepancies, at the OEM's cost. However, a seller should be prepared for some pushback from supervisory OEM inspectors if there is any question about the warranty coverage. Both an aircraft seller and a purchaser should bear in mind that the OEM / MRO facilities are profit centers and these "profit centers" derive their income from the PPI / ARCS inspection results (ie., replacement components, corrosion remediation, etc. ). As mentioned, the seller is responsible for rectification of airworthiness discrepancies and therefore the dedicated independent inspectors will earn their respective inspector fees when following the inspection results and reporting back to their clients.The amount of time to complete these inspections has been stretched post-COVID due to manpower shortages (skilled mechanics) and supply chain issues. If an aircraft requires a replacement part that must come from a third-party vendor, then significant delays might be experienced. Some failures might be resolved by using loaner parts, if those loaner components are themselves available.A typical Gulfstream premium ARCS is estimated at 15 working days. The workflow is usually such that discrepancies identified and confirmed as airworthiness issues are corrected after approval from the seller and are "worked" in conjunction with the ongoing inspection…but again, this is in the ideal world. The total downtime for an ARCS, including rectification, should be around 21-28 days. Happy hunting for your new chariot and Aviatrade is always available to provide guidance and constructive advice to potential Gulfstream purchasers and sellers.