As much as May is a flying administration month with medicals and license renewals (did I mention it took 9 weeks to get my license renewal back from submission to collection?), August/September is annual time.
Last year I had a big shock in that I had to pony up for the 5yearly rubber hose replacement, so I was hoping for a less significant annual inspection this time round. Annual time is funny, because it forces one to take a look at the hourly cost of ownership of the aircraft for the previous year – and this obviously depends on the number of hours flown. So the denominator this year is much lower than last year because of the lockdown. Last annual year I flew 65hours. This year, 44…
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.
My airplane needed to go to the AMO to have some work done. This, as most aircraft owners will appreciate, is a real pain. To achieve this 10nm flight requires two adults, at least one car and a fair bit of patience from the non flying adult.
The usual rigmarole – drive to Baragwanath airfield. Drop off flying adult at Baragwanath. Non flying adult drives (usually in rush hour traffic) to Tedderfield while flying adult preflights and flies the aircraft to Tedderfield. Both adults then drive home. Understandably, this plan is not too popular with the non flying partner because it can be a 2.5h exercise when we have better things to do.