Flying in other people’s airplanes – Classic Mooney

Having an aircraft in maintenance does very little for the desire to commit aviation. Out of necessity (see previous posts on moving aircraft for maintenance), I had left my vehicle in the hangar when I took my plane to Tedderfield so I needed a lift back to Baragwanath – which Matthew kindly offered. Of course, why would anyone go to an airfield unless it was to fly an aircraft – and he was off to fly his (recently returned from annual inspection) Mooney M20C short body.

Matthew very kindly offered me a flight in the Mooney, to which I gave due consideration (about 500msec) and agreed. The Mooney is a very different aircraft from the Sling. The Mooney styling has always appealed to me, there is something about that forward swept tail and the low slung stance which suggests that it will go fast. The Classic Mooney has a very 60’s look about it (which it probably should!) – the very steep windshield and the ‘big gulp’ air intake are unique design features. Even this short body variant’s tail is very low to the ground and I must say that this would worry me quite a lot in the landing.

ZS-DWU at Parys (FAPY)
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Annual time….

As I write this, ZU-IBM is in for annual inspection. This should only have been done in October, but the CAA is a bit of a hot mess at the moment, and it is taking 3-4weeks to get the airworthy certificate or Authority to Fly (ATF) after annual inspection so we moved it up a month. I suspect this is mostly because the AMO doesn’t want airplanes stuck on its ramp waiting for paperwork to be completed.

I think it will help to have moved the annual forward away from the ATF expiry date because that should mean that we can do a full year on the next cycle. Anyhow, this does basically qualify as the first year of ownership and looking back, I must say that it has been really good to own the aircraft.

We’ve done a few trips that we would never have done, and the freedom of being able to decide on a whim to go flying is seriously under-rated. So here follows a small summary of the year in ownership..

  • Hours flown: – 69,5
  • Fuel purchased: – 1154
  • Average fuel Burn: – 16litres per hour
  • New Airports visited: – 17
  • Passengers Flown: – 37 (obviously not separate individuals)

Of course, there will be at least one unexpected expense involved and this time it is the 5 year rubber renewal which involves changing every rubber hose and gasket in the engine compartment. It is a bit of a pain and an unexpected expense which could be deferred… but that is not how I want to operate my aircraft. Deferred maintenance is something that I feel will bite one day and will be an issue if/when I sell the plane (yes, that RV-7 is still calling….).

There are a couple of other squawks that need dealing with – for some reason the starboard strobe has decided to call it a day, and the landing light wires seem to get quite hot coming out of the switch on the panel – this may well be normal but it needs to be checked out. The oil pressure still runs lower than I’m comfortable with on the long climbs – although we have looked at the system I think another once-over won’t go amiss. My gut feel is that the issue may be the sensor, but that is the easy way to rationalise it.

Apart from all that, the only other job is to put a decal on the rudder – I’ve long wanted the chequered pattern on the plane so we’re putting it on the whole of the rudder. I trust it will look good. The idea I have is what is shown below…

So, with no plane and hopefully no more surprises… there is little to do but to wait patiently impatiently for news on when Miss Daisy will be back. Will update as and when needed.