I flew it back from Mittagong to it's new hangar home airport of Taree on the Mid North Coast. It's a PZL Koliber 150a (same design basically as a Socata Rallye).
05 May 2017
No progress!
But I have an excuse! I've been living and working in Canberra for the ADF and spending very little time at home. So little that we sold the farm (too much work) and bought an idyllic suburban block by the sea. It has a single space garage! So after the luxury of massive garage space and farm sheds galore for building, I've managed to save my work to date by suspending in from the ceiling of the garage to enable my wife's car to use the garage. Oh well. Might be able to progress the build when I get back home in a couple of months, by careful planning of remaining jobs. Sheesh, hard to work out where it's at after such a long break.
17 May 2015
Varnishing begins
Over the past two weeks I have completed wiring up the shed's lights and power outlets, getting bits and pieces where I want them, and varnishing the wing over several nights prior to forming the plywood leading edge and enclosing the "box" forward of the spar.
Two coats forward and one coat behind. Second coat behind after the box is formed and the wing is turned horizontal to make the ailerons and add the control cable hardware. Varniish is West System eopxy varnish 105 with 25% 205 hardener.
Two coats forward and one coat behind. Second coat behind after the box is formed and the wing is turned horizontal to make the ailerons and add the control cable hardware. Varniish is West System eopxy varnish 105 with 25% 205 hardener.
19 March 2015
1992 training area elevator ride
So far this blog kept a chronicle of events from the time it started, 2006 or so, especially as a builder's log for my eventually to be completed Corby Starlet. But there are a few notable experiences I would like to share that occurred before, in this case a long time before, I started the blog.
In 1992 I was a student pilot flying out of Wagga airport. I had 20-30 hours and prior to my RPL test (now known as the GFPT) I was getting signed off to burn fuel in the training area and just get comfortable with the aeroplane, the environment, the other aircraft, the tower Wagga had in those days, so air traffic control and so on. As a solo pilot.
One late spring day I took the Cherokee 140 out over the Murrumbidgee River, Wagga Wagga city to my left and the RAAF Base/aerodrome behind me. The weather was moderate winds from the north with broken cumulus at about 4000'. Wagga is about 700ft above seal level so there was lots of room between me and the clouds and the 200 sq miles or so of training area to the north of the city.
I was pretty much on my own there. It was practice to remain on the Wagga ATC tower freq and call entering and exiting the TA, so anyone there would know and could arrange separation. So there was no one there.
Some turns, some stalls, then I was climbing, albeit in a straight and level attitude at a cruise speed of 105 knots. What? And climbing fast. The VSI was winding up to 2000fpm that's a very high performance climb from a low performance aircraft, that without updraft assist would be struggling to do much faster than 500fpm. Going past 3000' I try pulling back the throttle, Carb heat On, and gently entering a diving attitude. The airspeed climbs to 115kts. I am still climbing at the stops of 2000 fpm indicated. Yikes, warm the engine back to 2000rpm, enter a more level attitude and call for help.
"Wagga Tower, Mike Echo Yankee in training area in an uncontrolled ascent, I am likely to penetrate upper boundary of training area. Please monitor and advise flying club if necessary" I said, amazed at my cool voice. Equally coolly, Wagga Tower replies "MEY understood, please advise cloud base and top of climb", "MEY wilco".
A few moments later, "Wagga Tower, MEY cloud base is 5000' still ascending in clear air". "MEY roger."
I am looking up for the cloud base, am I being sucked into a thunderstorm. I am watching walls of cloud go by outside as my ascent takes me higher than I've ever been in a light aircraft. Damn, oxygen! Stay calm, this can't go on for ever. 9000' is it slowing? 10000' the VSI has stopped. I am at the cloud tops of these massive but rather pretty looking cumulus. The ground is visible in the gaps between them. Man, I am in an aeroplane that climbed like a glider, how would a glider have fared?
"Wagga Tower, MEY, now on descent inbound 10000' request airways clearance."
"MEY clear for approach extended final 05. Please report cloud passing cloud base and level."
ATC kept me busy with something definite to do rather than worry whether I would be sucked back into the sky by another clear air updraft. I'd never heard of such a thing. Though clearly it was preferable to being sucked into the cloud with the resulting VMC disorientation.
For some reason I never really discussed this with my instructor, except for the barest details. In experienced retrospect, it was very unusual. Though ATC may have been more aware of it given their handling of the matter.
In 1992 I was a student pilot flying out of Wagga airport. I had 20-30 hours and prior to my RPL test (now known as the GFPT) I was getting signed off to burn fuel in the training area and just get comfortable with the aeroplane, the environment, the other aircraft, the tower Wagga had in those days, so air traffic control and so on. As a solo pilot.
One late spring day I took the Cherokee 140 out over the Murrumbidgee River, Wagga Wagga city to my left and the RAAF Base/aerodrome behind me. The weather was moderate winds from the north with broken cumulus at about 4000'. Wagga is about 700ft above seal level so there was lots of room between me and the clouds and the 200 sq miles or so of training area to the north of the city.
I was pretty much on my own there. It was practice to remain on the Wagga ATC tower freq and call entering and exiting the TA, so anyone there would know and could arrange separation. So there was no one there.
Some turns, some stalls, then I was climbing, albeit in a straight and level attitude at a cruise speed of 105 knots. What? And climbing fast. The VSI was winding up to 2000fpm that's a very high performance climb from a low performance aircraft, that without updraft assist would be struggling to do much faster than 500fpm. Going past 3000' I try pulling back the throttle, Carb heat On, and gently entering a diving attitude. The airspeed climbs to 115kts. I am still climbing at the stops of 2000 fpm indicated. Yikes, warm the engine back to 2000rpm, enter a more level attitude and call for help.
"Wagga Tower, Mike Echo Yankee in training area in an uncontrolled ascent, I am likely to penetrate upper boundary of training area. Please monitor and advise flying club if necessary" I said, amazed at my cool voice. Equally coolly, Wagga Tower replies "MEY understood, please advise cloud base and top of climb", "MEY wilco".
A few moments later, "Wagga Tower, MEY cloud base is 5000' still ascending in clear air". "MEY roger."
I am looking up for the cloud base, am I being sucked into a thunderstorm. I am watching walls of cloud go by outside as my ascent takes me higher than I've ever been in a light aircraft. Damn, oxygen! Stay calm, this can't go on for ever. 9000' is it slowing? 10000' the VSI has stopped. I am at the cloud tops of these massive but rather pretty looking cumulus. The ground is visible in the gaps between them. Man, I am in an aeroplane that climbed like a glider, how would a glider have fared?
"Wagga Tower, MEY, now on descent inbound 10000' request airways clearance."
"MEY clear for approach extended final 05. Please report cloud passing cloud base and level."
ATC kept me busy with something definite to do rather than worry whether I would be sucked back into the sky by another clear air updraft. I'd never heard of such a thing. Though clearly it was preferable to being sucked into the cloud with the resulting VMC disorientation.
For some reason I never really discussed this with my instructor, except for the barest details. In experienced retrospect, it was very unusual. Though ATC may have been more aware of it given their handling of the matter.
15 December 2014
Tailwheel fun
2014 totally got away from me. Away with work for almost six months and then catching up with the demanding farm work meant that I could only get around to reorganizing the benches in the workshop in December. About the time I had to renew my medical grade two now annually over 60 and with acquiring old age diseases. Touch wood, just saw the AME and given the all clear for another year. But part of the questionnaire is how much flying in the past year? Thought I better do some. So Thursday fortnight before last down to Central Coast Flying Club at Warnervale to hire their nice little Citabria for some tailwheel refresher training. After all I will be
needing it WHEN I finish the Corby Starlet.
A. the instructor is a nice man about my age. He flipped through the log book and decided he could probably reinvigorate my flying career. Push out the pretty blue and white fabric into a low overcast and rather windy day.
Warnervale is a narrow strip. But seemingly the Citabria is easier to taxi than I recall my initial attempts at the Decathlon I earned my tailwheel ticket in over a decade ago. So I was a little overconfident for take off, but got her up with a certain amount of screaming from the backseat. It handled fine in the air and I got ahead of it again on downwind and planned my approach. Badly. The trees on late final were alarmingly, but normally close. The touchdown resembled a crash from my position. Luckily A. took over and regained control of my overcontrolling careerings. Oh I can see how a ground loop occurs.
After the second circuit we changed circuit direction to the north. That gave us less crosswind and downwind, which definitely helped. Other aircraft movements were ok, and by the fourth circuit I was getting the stick to stick the tailwheel down and stay there. Just not pulling it back far enough - seemingly into my gut. The last circuits of the hour (8-9?) were great. Nailing it every time, and such a contrast to the first half dozen screamers.
Good Job A. I will be back for more. So satisfying landing these guys.
Oh and bonus. I ticked over my 300th logbook hour on this flight.
needing it WHEN I finish the Corby Starlet.
A. the instructor is a nice man about my age. He flipped through the log book and decided he could probably reinvigorate my flying career. Push out the pretty blue and white fabric into a low overcast and rather windy day.
Warnervale is a narrow strip. But seemingly the Citabria is easier to taxi than I recall my initial attempts at the Decathlon I earned my tailwheel ticket in over a decade ago. So I was a little overconfident for take off, but got her up with a certain amount of screaming from the backseat. It handled fine in the air and I got ahead of it again on downwind and planned my approach. Badly. The trees on late final were alarmingly, but normally close. The touchdown resembled a crash from my position. Luckily A. took over and regained control of my overcontrolling careerings. Oh I can see how a ground loop occurs.
After the second circuit we changed circuit direction to the north. That gave us less crosswind and downwind, which definitely helped. Other aircraft movements were ok, and by the fourth circuit I was getting the stick to stick the tailwheel down and stay there. Just not pulling it back far enough - seemingly into my gut. The last circuits of the hour (8-9?) were great. Nailing it every time, and such a contrast to the first half dozen screamers.
Good Job A. I will be back for more. So satisfying landing these guys.
Oh and bonus. I ticked over my 300th logbook hour on this flight.
15 October 2013
Sat 12 Oct 2013 0.9 hours C-150 Circuits
Having just had a painful, though successful BFR due to not flying in 12 months, I took up a 150 for circuit work. Plodding around on a most beautiful spring day I kind of got into it after the first two circuits and felt a part of the busy life of the regional airport. ATC even thanked me after expediting a base turn to assist sequence an A320 inbound, me watching it land proudly over a sharp turn onto downwind. There was a change of runway half way through with a couple of knots of downwind to add some spice to the landing and flatten the take off. The best moment was on the crosswind climb, head swiveling for traffic spotting when I spot something large in my one o'clock. Alarm turned to amusement when I focus and see the waxing half moon emerging planet sized from behind my cowling. I felt more like an astronaut for a moment, rather than an aeronaut.
Sold the farm, moving to a bigger one with a bigger workshop
Therefore must crate up the wing so the ribs dont damage thanks to its upswept shape it wont sit flat. Of course, Crated up and ready to go.
22 August 2013
First build of the year 2013
Then we decide to sell the house and look for a new one. So renovations and improvements. Move all the junk in to the garage, my building space! To keep the rest of house uncluttered and desirable.
Anyway, getting ready to move into a place that will have a brilliant building space and workshop spaces for laying out drawings, benches etc etc.
Anyway have to get the wing and fuse ready for the move. In its current state the fuselage is fragile until it gets its plywood skin to give it strength. And the leading edge piece of the wing has been sitting loose for Ages.
So first gluing in a very long time. Some minor repairs to the fuse where bumped stringers came unattached. Fixed. And of course the wing leading edge glued, fixed and now ready for the plywood bending over the leading edge wing "box". Do I dare before I move? I have about five or six weeks to decide.
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