Looking at logbooks and repetitive inspection lists to start the day seemed like a great start and a reminder that there’s still more work to be done.
Airworthiness Directives (AD’s) are released by the FAA to address issues that have been found in need of remedy.
The aircraft restorer’s software was similar to what Poplar Grove Airmotive had used years before and had left a copy of in the books. Having the electronic help made pulling up required inspections easier but still takes time and effort.
Airframe, engine, and propellor logbooks are in place for each aircraft to document addition, removal, and work on various parts. Part numbers and serial numbers for each part are listed as necessary within the verbiage.
Reading between the lines of the required statements fleshes out what was really going on in some instances as well.
Looking at the pages of inspections, there were only a handful highlighted as still necessary to do before we applied for the ferry permit as what we were inspecting and doing with the tail was a huge part of the list.
We ended up with 6 pages to review as part of the inspections necessary for flight.
He thought we would be able to get through the remaining repetitive inspections in a day barring any hiccups.
There was a question as to the software version on the Aspen which was installed in 2011 – considering the age of the unit was before the release of the AD’s in 2018, we wanted to confirm what software version was on the unit was in compliance.
I had a photo of the startup screen taken years before indicating it was not the same version. We will be taking a closer look at the avionics as things get closer to completion.
Blocking dates off on our calendars and texting Rosie about a couple of things while we talked, we put together what would likely be possible when. One day a week between the aircraft restorer and I we could make headway before the next big workday.
That figured out, we made our way to my sister’s hangar to begin going over what is underneath the cowling.
Bringing in a small tool bag along with bottles of Marvel Mystery Oil and a borescope we open the cowling.
The engine originally on the Bonanza was a Continental E-185 which had been upgraded to a Continental E-225 in the early 1970’s. As an early Bonanza, any larger engine would require significant modification to swap in.
As an overhaul had been done within the past 15 years at a reputable repair station and the engine had about 300 hours on it since the overhaul, we felt it was a good situation on paper.
Using two wrenches, the aircraft restorer made quick work of removing the top spark plugs from the cylinders and placed caps over the leads.
He then pulled out his borescope and hooked it up to his phone to view the inside of the cylinders.
Moving the prop to change the position of the pistons within the cylinders made a noise as the airplane has been sitting for far too long.
Examining the first cylinder, the restorer talked about how everything should look with cylinders with that amount of time since overhaul.
Cylinder walls free of discoloration are a positive sign as discoloration indicates moisture and rust which will eventually lead to pitting.
If pitting is discovered then engine work could be necessary, likely repairing or replacing the impacted cylinder.
After the cylinders were examined, the restorer added the oil to the cylinders which coats and removes debris that may be where we cannot see. Each bottle held enough for two cylinders and will sit in there for about a week.
The spark plugs were reinstalled into the top of the engine and the cowling closed.
The borescope was used to inspect the flame tube in the exhaust to see if there were any pieces removed from it. No debris in sight.
These were items that would cause issues with our timeline, it was thought to address them early and determine if the timeline would need modification.
As quickly as we started everything with the engine compartment, we were done for the day.
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