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            Back in 1997, I purchased a Lancair 235 which had very
limited documentation.  A spent the next three years with the aircraft
in my garage, going over, rebuilding, or replacing everything that
wasn't perfect.  Rash on the belly suggested a gear-up incident in the
planes history, so for good measure, in 1998  had the O235-L2C engine
torn down by an FAA certified repair facility (Air West San Carlos CA),
had AD 91 14-22 complied with, as well as SB 505B and 530. They
confirmed the engine in perfect order, consistent with the sellers claim
that it had been 18 hours SMOH, although it had been inoperative for
many years.

 Only weeks after my first flight in the aircraft, I was taxing back to
my hangar, and ran the nose wheel over a storm drain installed on the
taxiway centerline, causing damage to the tips of the wood prop at idle
RPM.   The only indication I had that the prop had been hit was the
sight of wood splinters flying away.  Damage was limited to within 1 or
2 inches of the tip.  No momentary RPM drop was noted.  I shut down
immediately, and pushed the plane back to the hangar.  

            After replacement of the prop with an identical new unit, I
returned the aircraft to service, and since have put a little more than
100 hours on the tach. Now I'm looking at AD2004-10-14.  To comply, I
should have the crankshaft gear inspected, which I am inclined to do.  I
would be very surprised if the shop finds anything.  The question is
whether a full TDI is necessary or prudent.  Some shops won't perform
the AD prescribed inspection unless a TDI is done as well, as they don't
want the liability. Obviously, cost is a factor, but also the loss of
reliability that seems to come with any major repair.  Things are
finally working perfectly, no more leaks, manifold cracks, temps are
great, oil burn is low.  I hate to mess with this.  What would you do.  

 

PS: I've got three young children, and a great wife.

 

Thanks in advance for your advice.

 

Tom Low