How Much Does an Aircraft Annual Inspection Cost in 2026? (Real Numbers by Make)

If you own a piston single, you're either nervously waiting for your annual to come back from the shop, or you just got the invoice and are trying to figure out if it was fair. This post is the field guide we wish we'd had — real 2026 numbers from real owner invoices, broken down by aircraft and by line item.

TL;DR — 2026 annual inspection cost ranges

These ranges are the base "open-up + inspect + sign" inspection only. Anything found and fixed adds on top. Source: 412 owner invoices we processed through myaircraft.us in the 12 months ending April 2026.

| Aircraft | Inspection labor (hours) | Total annual (no findings) | Total annual (typical findings) |

|---|---|---|---|

| Cessna 150 / 152 | 15–22 hr | $1,200–$1,800 | $1,800–$3,200 |

| Cessna 172 | 18–28 hr | $1,500–$2,400 | $2,400–$4,500 |

| Cessna 182 | 22–32 hr | $1,800–$3,000 | $3,200–$6,000 |

| Cessna 206 / 207 | 28–40 hr | $2,400–$3,800 | $4,200–$7,500 |

| Piper Cherokee (140/160/180) | 18–28 hr | $1,500–$2,400 | $2,400–$4,800 |

| Piper Archer / Warrior | 18–28 hr | $1,500–$2,400 | $2,400–$4,800 |

| Piper Arrow (retractable) | 24–34 hr | $2,200–$3,400 | $3,500–$6,200 |

| Piper Saratoga | 28–38 hr | $2,600–$4,000 | $4,200–$7,800 |

| Beechcraft Bonanza | 26–38 hr | $2,400–$3,800 | $3,800–$7,500 |

| Mooney M20 | 24–34 hr | $2,200–$3,400 | $3,400–$6,500 |

| Cirrus SR20 / SR22 | 28–42 hr | $3,200–$5,400 | $4,800–$9,500 |

| Diamond DA40 | 22–32 hr | $1,800–$3,000 | $2,800–$5,500 |

Shop labor rate assumed: $95–$135/hr (US average for general-aviation FBO shops in 2026; major-metro shops bill higher).

What "typical findings" means

About 70% of annuals turn up at least one item that gets fixed during the same shop visit. The most common discoveries we see (in descending frequency):

1. Tire / brake wear — $180–$650

2. Vacuum filter / dry-vac pump replacement — $250–$900

3. Magneto 500-hour internal inspection (if due) — $350–$1,400 / mag

4. ELT battery replacement (2-year cycle — see our [ELT battery guide](/blog/elt-battery-replacement-guide)) — $80–$350

5. Pitot-static / transponder check (every 24 cal months, FAR 91.411 / 91.413) — $250–$500 combined

6. Cylinder compression < 60/80 → borescope / repair / replace — $400–$3,500 / cyl

7. Wing-attach bolt corrosion (high-time Cherokees + Cessnas) — $400–$2,800

8. Exhaust system cracks / heat-exchanger — $300–$1,800

9. AD compliance work — varies wildly; common ones (Cessna seat track AD, Lycoming oil pump, Continental crankshaft) can be $200–$5,000+

The line items that surprise owners

"Annual was $1,800 but the invoice is $4,200"

Usually means findings + the 3 invisible costs:

• **Shop supplies** — $50–$180 (rags, safety wire, gasket sealant, hardware they used)
• **Hazmat / fluid disposal** — $35–$95 (oil, brake fluid, hydraulic fluid)
• **AD research / paperwork** — $80–$250 (the IA's time researching every applicable AD, recording compliance, signing the logbook)

Some shops bake these into labor. Others itemize. Either is fine — ask up front.

"Why is my Cirrus SR22 annual $1,500 more than a Bonanza?"

The CAPS (parachute) re-pack interval, the avionics complexity, and the carbon-fiber inspection adds. CAPS itself isn't due every year, but on the years it IS due (10-year cycle), add $10,000–$16,000 to the annual. Most Cirrus owners build a CAPS reserve.

"Why is my retractable so much more?"

Gear actuator inspection, gear-down lock test, gear retract test (sometimes on jacks), hydraulic system pressure check, brake/wheel removal at the bearings — that's 4–10 extra hours of labor on a Bonanza / Arrow / Saratoga vs the fixed-gear equivalent.

How to keep your annual cost predictable

1. Run a pre-annual checklist BEFORE the shop opens it up. Our [annual inspection checklist](/blog/annual-inspection-checklist) covers what to do in the 30 days leading up.

2. Pre-buy any consumables. Bring your own oil filter, gasket kit, ELT battery, brake pads — savings of $50–$200.

3. Skip the "while you're in there" upsell for items not actually due. Mags don't need a 500-hour IRAN if you haven't hit 500 hours.

4. Get an itemized estimate first. The shop owes you a written estimate before they start; you're entitled to revoke approval on any line.

5. Keep your logbook clean. A logbook the IA can't read costs you 1–3 extra hours of research labor. (This is the [#1 reason we built myaircraft.us](/blog/aircraft-logbook-lost-or-damaged-what-to-do).)

How myaircraft.us cuts annual cost

We're not a substitute for the IA's wrench — but we can compress the research, paperwork, and AD-tracking portion of every annual:

• AI reads every page of your logbook history → searchable in 24 hours
• FAA AD master list auto-cross-checked against your tail's serial number → no manual AD list-building
• Every claim ("100-hour inspection complied with on…") links to the source logbook page → audit-proof
• Owner-side: see exactly what's due in the next 90 days so nothing surprises you at the shop

Founder pricing for 2026: free for individual owners. [Get started](/signup).

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Numbers above are averages of real 2026 invoices on the myaircraft.us platform. Your shop, your aircraft, your findings will vary. Ranges, not promises.