Flight Lesson in a Diamond DA-20 C1 Eclipse

After my move from North Carolina to Oregon in November 2010, I scheduled today my first flight lesson for Private Pilot Certificate with Willamette Aviation located at Aurora State Airport (KUAO - Elevation 200 ft), Aurora, OR. In the morning, I had my medical tests and obtained my Third Class Medical Certificate from an FAA approved Aviation Medical Examiner (AME), a requirement for pursuing my Private Pilot.

Flight Instructor Dick Oman gave me the preflight briefing and we both conducted the preflight check on the Diamond Aircraft DA-20 C1 Eclipse. It has a continental engine with a 115 HP, low wing and T-tail configuration. The stick is in the middle of each seat and the thrust lever and the fuel mixture lever are in the middle of the two seats. The brakes are on top of the rudder pedals. There was a good crosswind with winds from 160 degrees at 11 knots, gusting to 19 knots. The sky was overcast with clouds at 6,000 ft and scattered clouds above. I taxied to the RWY 17 and performed pre-takeoff check including a 360 rotation for traffic check.

Diamond Aircraft DA-20 C1 Eclipse

At the runway, I rotated the plane after reaching 45 knots applying full-power. Being my first time in the DA-20 aircraft, I was a little off the center line and after climbing at 75 knots, the aircraft drifted to the right blown with the wind. Dick crabbed the plane for wind-correction and I continued to climb to 1500 ft. I departed the traffic pattern to the SW with the radio call, "Aurora Traffic, Diamond 556-Delta-Charlie departing traffic to the southwest, Aurora". I continued to climb at 110 knots and leveled at 4,000 ft.

Dick asked me to perform a steep turn to 360 degrees to the left and right. I picked a small lake below as my visual checkpoint and did my left 360 turn at an angle of 45 degrees and after leveling the wing did my right 360 steep turn, but this time I lost 300 ft of altitude. Dick asked me to look at the horizon outside and try to keep the needle in the artificial horizon within the range. I tried it again with more control. Dick asked me to fly straight towards the City of McMinnville. I flew the plane at 110 knots (2100 RPM) with trim set. The low-wing and the fighter jet like canopy provided a spectacular view of the Willamette river and valley below and the Eola-Amity Hills in the west.

At 4,500 ft, Dick asked me to perform a power-off stall and recovery. I reduced the power to 1,500 RPM and put landing flaps at 78 knots. I continued to raise the nose to reduce the speed and induce a stall. The stall warning came about 12 knots above the stall speed. I kept the plane level with aileron control and right rudder. At the inception of the stall, I lowered the nose and applied full-power. The DA-20 aircraft does not want to stall and did a dive as I lowered the nose steeply to gain speed. Slight nose down is enough to break the stall. I performed the power-off stall and recovery again. I did a 180 degree turn and started to fly the plane towards the KUAO airport.

A Pilatus PC-12 was practicing ILS approach from 10 miles North and I piloted the plane to the right of the airport from the South, along the way descending to the pattern altitude of 1,200 ft. I turned to the base too early from the downwind and did a go-around due to being too high. I did my second traffic pattern - left crosswind at 900 ft and downwind at 1,200 ft. I reduced the power to idle at abeam RWY 17 and at an airspeed of 78 knots put the landing flaps. I turned base and the final leg at 600 ft. I landed the plane with a little wind correction from Dick to keep the aircraft touch down at the center line. That completed my first flight in a Diamond DA-20 C1 Eclipse and my first flight lesson towards my Private Pilot Certificate. I taxied the plane with more control over the brake pedals. I then parked the plane and tied it down. Dick signed my logbook with my first 1.1 hours of dual time in the DA-20 aircraft and gave a post-flight brief. I have scheduled my next lesson on 1/1/2011.

Flight Trip: Pilgrimage to the Wright Brothers Monument

Today, I made a long cross-country trip to the First Flight Airport (KFFA) at Kill Devil Hills, NC from Raleigh-Exec Jetport (KTTA) to pay homage to the Wright Brothers as a new pilot...

I preflighted the Allegro 200 LSA with my flight instructor Jim Schmidt and took-off from RWY 03 at 10.00 AM. After the climb, I turned towards the east and flew the plane at an airspeed of 100 MPH. Jim asked me to climb to 7500 ft and with a tailwind, we had a groundspeed of 130 MPH for an IAS of 110 MPH. I set the trim tab for holding the airspeed and Jim called the flight service for flight following from KTTA to KFFA, a 200 miles cross-country flight. I took some HD video shots along the way and the entire flight was a smooth and enjoyable ride with great visibility. As we crossed the Alligator river and the Albemarle Sound, there were some scattered clounds at 6,000 ft. I started my descend 25 miles west of KFFA and flew towards the Outer Banks of North Carolina and Kitty Hawk.

Flight Trip to the Wright Brothers National Monument: Part 1 (KTTA - KMCZ)

Part 2: Williamston, NC to Phelps Lake, NC

Part 3: Crossing the Albemarle Sound

Part 4: Aerial Tour of Wright Brothers National Monument and KFFA landing

Jim took control of the aircraft once the KFFA was in sight and circled the Wright Brothers National Monument so that I can take video shots of the Outer Banks and the Monument with the KFFA RWY in the background. Jim performed a sideslip to the final and I took back the control of the aircraft and put the landing flaps. I performed my first landing at the First Flight Airport (KFFA) at runway 02. We back-taxied to the aircraft parking area right in front of the majestic monument to the Wright Brothers. We took some pictures and Jim signed my name at the AOPA Pilots Facility register.

I took off from KFFA to the Dare County Airport (KMQI) at Manteo, NC in the Roanoke Island. I landed the airplane at RWY 05 after a final over the Albemarle Sound. We filled the Allegro 2000 LSA gas tank with 100 LL. I took-off from KMQI RWY 05 and climbed to 2,500 ft heading west towards KTTA. I flew the entire leg of 200 miles from KMQI to KTTA. At KTTA, the winds now favored RWY 21 and I performed my third landing of the day with no flaps and taxied to the FBO.

Flight Trip from Dare County Regional Airport,NC to Raleigh-Exec Airport, NC

I then thanked my flight instructor for the memorable trip and for his dedicated flight training to me in obtaining my Sport Pilot Certificate . We both then had a late lunch in Apex, NC on the way back from Sanford, NC. I have logged a total of 5.3 hours of PIC time for this cross-country trip....

Flight Trip: KTTA - KHBI - KTTA

Today at Noon, I preflighted the Allegro 2000 LSA from the FBO - B Bar D Aviation and taxied the airplane to the RWY 21 with my wife as a passenger for a trip from Raleigh-Exec Jetport (KTTA) to Asheboro Regional Airport (KHBI) and back to Raleigh-Exec Jetport. The sky was clear with winds from 190 degrees at 6 knots. I tookoff with 15 degrees of flap and headed west towards KHBI. I climbed to 3,000 ft. There was a strong headwind that reduced my indicated airspeed of 95 MPH to a groundspeed of only 75 MPH. There were some thermal induced turbulence. We enjoyed our flight enroute with the Fall colors of North Carolina presenting a fantastic view. Twenty miles east of Asheboro I listened to the AWOS and the winds favored RWY 21 at KHBI. I entered the downwind for RWY 21 and landed the plane after a short final. I then taxied the LSA to the GA area and switched the engine off. A Remos LSA was parked nearby and the pilot greeted us. We had a short conversation. I then started the engine for taxiing to RWY 21.



I performed the before takeoff checklist and tookoff with no flaps. After the left crosswind leg, I headed east towards KTTA. We crossed the HWY 220 NC and again we enjoyed the Fall colors below throughout our flight. On the return trip, I had a 20 knots tailwind and now my groundspeed was at 115 MPH. Above Goldston, NC, I listened to the AWOS and the winds still favored RWY 21 at KTTA. There was some traffic on the CTAF and I had a Piper just 4 Miles behind and 400 ft above my altitude. I crossed the mid-field of KTTA RWY and joined the downwind for RWY 21. I landed the airplane after a longer final to bleedoff 200 ft of excess altitude. I then taxied to the FBO. Just a couple of minutes later, the Piper Cherokee also landed at RWY 21.



Today's flight trip was 80 NM and I have now accumulated about 11.5 hours of cross-country flight time.

Flight Training: Airspace Class B, C and D

Today, Jim instructed me and provided flight training on the procedures to airspaces class B, C and D. After the preflight briefing, I tookoff with Jim to Fayetteville Regional Airport (KFAY - Class C) from Raleigh-Exec Airport (KTTA) in the Allegro 2000 LSA for the 38 NM one-way trip. There was a good crosswind at 3.00 PM with winds from 240 degrees at 7 knots as I tookoff from KTTA RWY 21. There were scattered clouds at 12,000 ft with great visibility.

After clearing the KTTA area, I switched to KFAY ATIS and noted down the information "Juliet" and the runway being used. I made the call to KFAY Approach 30 miles North. ATC acknowledged about 25 miles N. Jim asked me to announce my position (altitude and distance) and intention (to land at KFAY) and provide the info. "Juliet" I noted from the ATIS. Approach control asked me to maintain a heading and altitude and proceed towards KFAY. They also provided a transponder code to squawk. I passed over the Pope Airforce Base and was adviced to switch to the second Approach frequency. I followed the instructions provided and was cleared to land at RWY 22. Jim asked ATC for one touch-and-go followed by a full-stop landing. The ATC approved our 'option' request . Jim switched to the Tower frequency as we approached RWY 22 per ATC instructions. I landed the plane at RWY 22 and performed a touch-and-go and maintained an altitude below 2,000 ft per ATC instructions. I again landed at RWY 22 and cleared the RWY. Tower adviced 'stay with me' to keep us on the same frequency and instructed to follow taxiway 'delta' to the GA ramp. There were some traffic in the class C airport at 4.00 PM including a US Airways commercial airplane landing after me. I taxied to the GA ramp and shut the engine off.

Jim briefed me on the procedures for the departure to KTTA from the class C airspace KFAY airport. I listened to the ATIS and noted the info 'Kilo'. I then called Ground Control frequency with my info 'Kilo' and intention to fly to KTTA as VFR. Ground advised to squawk 0221 and assigned RWY 22, maintain Runway Heading and 2000 ft. After engine start, I called ground for clearence to taxi to RWY22. I was asked to follow taxiway 'Alpha' to RWY 22 intersection. At the intersection, Jim asked me to call tower for takeoff clearence. Since we could not hear the ATC instructions, Jim asked me to position the airplane towards the ILS intersection and then call. It worked, as the antenna picked up the ATC Tower instructions. I followed the Tower assigned Runway Heading and climbed to 2000 ft. Tower asked me to call departure frequency and I was assigned a couple of headings and altitude. I was also alerted of a traffic at my one o'clock position. After the second departure control advised 'follow own navigation' , Jim asked me to follow the heading on the GPS for KTTA. After clearing the Class C outer surface radius, I was advised by ATC of radar control termination. Jim switched the frequency to AWOS for KTTA and the VFR transponder code. I followed the GPS towards the KTTA. There was a Mooney on final approach as I entered the downwind for KTTA RWY 21. I then landed the airplane with no flaps after a long flare. Taxied to FBO. Jim briefed me on some finer points and endorsed my logbook for the airspace class B, C and D.

The cross-country flight trip was 75 NM. With today's flight I now have 50 hours of flight time and 15 hours of PIC time...

Flight Trip: Solo Flight Crossing the Jordan Lake

Today, I made a solo flight trip in the local area surrounding the Raleigh-Exec Airport in Sanford, NC. The weather was mild with a 70 F temperature and a 3 knots wind from 300 degrees. It was sunny at 3.00 PM and after a preflight of the Allegro 2000 LSA, I taxied to RWY 3. I tookoff behind a Piper Arrow with flaps at 15 degrees. I climbed at Vy=70 MPH and retracted the flaps at 200 ft. After the left crosswind leg, I flew towards the city of Pittsboro, NC at an altitude of 3,400 ft.




Turning to the right, I piloted the plane towards the Jordan Lake. Unlike the last trip, the view was excellent with no clouds or haze in the afternoon Sun. I crossed the Jordan Lake and saw a few boats below. I then made a steep turn to the left at 90 MPH and headed towards the KTTA.



I entered the downwind for RWY 3 at 80 MPH midpoint at 45 degrees. I saw a plane flying to the south and clear of the traffic, I turned the base leg with flaps 2 and an airspeed of 65 MPH. I was a little high on the final and landed the plane after a short flare. I taxied to he FBO. Today's trip was a beautiful flight crossing the Jordan Lake and gaining some flight practice as a new sport pilot...

First Passenger: Aerial Tour of Lake Jordan, NC

Yesterday, at 10.00 AM, I arrived at the FBO with my wife, Priya to take her as my first passenger on a flight as PIC...



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A write-up from my wife about our first flight together...
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"Over earth and ocean, with gentle motion,
This pilot is guiding me..."

As we approached the hangar, Allegro N50631 airplane already seemed prepped up and ready for the day's adventure.

A friendly greeting from Betty and Doug at B Bar D Aviation and within a few minutes, we were on our way to a pre-flight procedural check. Prasad explained the steps as he was performing them. Check the engine oil levels. Now rotate the propeller manually ten to fifteen times and test the oil dipstick again, see the tank has filled up. The engine compartment lid comes off easily, see how the screws line up with the lines of the box, we just screw them back in so, not too heavy.

As I watch with a mixed feeling of happiness and curiosity, Prasad slowly and certainly pulls the vehicle out of the hangar and faces it perpendicular to the runway. He is in home territory it feels like, and watching his careful and thorough checks, all nerves are smoothened out. See this is how you glide into your seat, and firmly close the window. Buckle up, wear your headset and lets look at the pre-flight test one.

Soon enough, he adds choke to the start and with a whir and a rev the engine starts to a persistent roar. The sudden noise from this new blue toy like plane is startling. Is this little device making all this sound?! The pilot announces the taxiing and off we go, cruising in the Allegro. For a start, I feel no fear. Doug has already told me something I know by now, Prasad will take care.

I am all curiosity - how will this thing lift itself and us up to the skies - can it really 'fly' ? This cute toy plane, is it real?

Well, we were on runway 21 and inching forward as Prasad looks at the engine oil temperature gauge and the tachometer to pick up. Suddenly, the flight has taken off without any topsy turvy tummies! It lifted up like a butterfly that was hovering over land which has suddenly thought of a better place to be. The skies :-)

I could not feel any fear. I admit I anticipated a turbulent ride but the take-off proved otherwise, assuaging doubts and increasing my curiosity quotient. What more, in store? At a height of 3,000 feet above land, Prasad pointed out to the landmarks in the vicinity. Having never been on a flight in a small airplane before, it was hard to orient myself so suddenly and identify with the reckoning. I was 'blind' as I enjoyed the view.

The radio had to crackle itself in and out as other pilots announced their courses. Prasad made a turn-around as he approached the runway on our return we made a 360 degree turn and returned again to land. They say landings are the tricky bit to a flight. Prasad landed after he was parallel to the ground and barely a few feet above it. There was one jolt as we touched down but that was it!

Betty told me that on a clear day if you go up a few thousand feet the views of the mountains are splendid. I believe her. Doug said that the winter weather is more suited to flying LSA-s because the thermals are much nearer the ground and its easier to ride the thermal then. Less bumps. Well today was hardly bumpy by that count, and we had a nice outing.

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Training for Class C and D Airspaces

Today, Jim conducted ground school training for airspace C & D endorsement for my Sport Pilot privileges. I Prepared the flight plan and Radio communications procedures for KFAY (Fayetteville Airport - Class C) from KTTA with Jim. I then preflighted the plane Allegro 200 LSA. The winds were from 040 at 4 knots. I tookoff with Jim from RWY 3. After the climb, I made a right crosswind and piloted the LSA towards FAY at a magnetic course of 170 degrees. We then listened to KFAY ATIS and obtained information Quebec.

I contacted FAY Approach 10 miles south of Sanford, NC. FAY Approach advised 'ALLEGRO - keep clear off FAY class C airspace’ being unable hear our communications clearly. Jim asked me to turn the plane to KTTA. I made a 180 turn and headed towards KTTA. Seven miles south of Raleigh-Exec Airport (KTTA) I announced my position and intention to land at KTTA. A Bonanza also made a call approaching KTTA from 10 miles N. Jim asked me to perform a short approach after crossing the runway midfield to take position before the Bonanza. Abeam the no. 3, I put flaps at 2 with an airspeed of 70 MPH. I turned base and final approach legs at 65 MPH and landed at RWY 3. Within minutes the Bonanza also landed at RWY 3. I taxied to FBO. Jim is going to test the radios with the avionics technician tomorrow and will contact me to schedule my next flight training class.

KTTA - KBUY - KTTA Flight

At 10.30 AM today, I preflighted the Allegro 2000 LSA in preparation for my Sport Pilot Certificate Checkride. My flight instructor, Jim Schmidt also accompanied me for the trip from KTTA (Raleigh-Exec Airport) to KBUY (Burlington-Alamance Regional Airport) from where I took the checkride with DPE Zenda Liess.

The weather at both KTTA and KBUY were sunny with great visibility. But, it was windy with good crosswinds at both the airports. Both of my landings at KBUY, arriving from KTTA and the simulated engine-out landing (power idle) with the DPE required crosswind corrections. After passing the checkride and obtaining my temporary sport pilot airman certificate from the DPE, I took-off with Jim to KTTA. We cruised at 3,000 ft with a ground speed of 104 MPH. The winds have changed direction since my takeoff from KTTA in the morning from RWY 3 and now they favored RWY 21. I performed a crosswind landing and taxied to the FBO.

With my newly obtained 'license to learn', my next lesson with my instructor is to get proficient for an endorsement for class C and D airspaces.

Passing the Sport Pilot Check Ride !

Today, at 11.30 AM EST I took my sport pilot certificate check ride with the DPE Zenda Liess of Burlington, NC for completing my flight maneuvers, navigation and emergency procedures portion of the practical test and passed...
After the flight, the Designated Pilot Examiner (DPE) printed and gave me a temporary airman certificate. I am now a FAA certified Sport Pilot thanks to my flight instructor, Jim Schmidt and B Bar D Aviation of Sanford, NC.

Practice Review of Flight Maneuvers

I preflighted the airplane and taxied to RWY 3 with my instructor Jim. I performed a normal takeoff with flap 1 and headed towards the flight practice area. At 2,500 ft AGL, I made clearing turns and steep turns to the right and left to a circle. Jim performed a steep right turn to circle to allow me to see precise control of airspeed and altitude. I practiced the maneuver again.

Horizon - view from 2,500 ft above Pittsboro, NC

Jim demonstrated power-on stall and recovery and power-off stall and recovery with flaps 2. I performed the maneuvers maintaining the heading and gaining the original altitude. I then descended the plane to 1,500 ft and performed S-turns above a state road. Along the way to KTTA, I performed turns around a point maneuver using a small pond as ground reference. Maintaining the altitude of 1,500 ft and an airspeed of 90 mph, I entered the midpoint for downwind for RWY 3. I reduced the airspeed to 70 mph abeam no.3 and put flaps at 2. Turning the base and final legs in the traffic pattern, I touched down with a little float just beyond the first taxiway exit. Taxied back to FBO.

Solo Flight Maneuvers Practice

I preflighted the Allegro 2000 LSA at 10.00 AM today and started the engine as a cold-start (applying full-choke with ignition switches off for 3 seconds and then choke off and restart with ignition switches on). After the checklist, I taxied to RWY 3 following a Cessna 172. I departed with flaps at 15 degrees and with crosswind corrections for winds from 330 at 5 knots. After the climb and left crosswind, I piloted the airplane near the 3M plant at Pittsboro, about 10 miles NW of KTTA.

At an altitude of 2,500 ft AGL, I made clearing turns and steep turns to a circle with the distant water tower as the reference. I then piloted the plane at slow speed (55 mph) at flaps 2 towards the water tower. I made shallow turns to left and right. I then performed a power-off stall and recovery. Gaining an airspeed of 90 mph, I descended to 1600 ft and practiced circle around a point maneuver with a small pond as the ground reference.

I entered the downwind leg at midpoint for RWY 3 at 1250 ft and reduced the airspeed to 70 mph abeam the number 3. I switched the flaps at 2 and maintained an airspeed of 65 mph for the base and final legs. I then performed a short-field landing with crosswinds and touched down before the first taxiway exit at 1300 ft. I then taxied back to RWY 3 and performed a soft-field takeoff gaining airspeed by ground effect after the liftoff at 50 mph. I then executed a traffic pattern with an approach speed of 62 mph at flaps 2 for a soft-field landing. I then taxied back to the FBO.

Flight Training - PTS Maneuvers

I practiced Sport Pilot flight maneuvers with my instructor, Jim Schmidt, on 08/27/10 and on 09/01/10. The aim of the flight training was to perfect my flight maneuvers to the sport pilot PTS standards. I performed the following maneuvers under Jim's supervision and with his insights for improvement.

(1) Takeoff with flaps 1 - soft field and short-field

(2) Steep turns of 45 degrees at 2,500 AGL - right and left

(3) Slow flight with flaps 2 at IAS of 50 mph for an assigned heading and shallow turns to left and right

(4) Power-off stall and recovery with flaps 2 and assigned heading

(5) Power-on stall and recovery with flap 0 and assigned heading

(6) Simulated emergency landing procedures from 1600 ft

(7) S-turns and circle around a point at 1,400 ft

(8) Landings with flaps 2 - soft and short field

Jim briefed me on my flight training and provided inputs for my solo flights to practice flight maneuvers.

Busting the Checkride !

I flew to Burlington-Alamance (KBUY) Airport on July 25, 2010 to have my Sport Pilot Checkride with the Designated Pilot Examiner (DPE), Ms. Zenda Leiss.

I had a 45 min. oral portion of the checkride with the DPE answering her questions on my flight planning preparation and Weight & Balance, aircraft systems, aviation charts and weather knowledge. After passing the knowledge portion of the checkride, I took off with the DPE in the Allegro 2000 LSA for the flight portion of the checkride.

I performed a short-field takeoff per DPE and headed towards the Asheboro airport (KHBI) with Causay airport as a visual checkpoint. After about 10 min. of flight, DPE asked me to point out the checkpoint and in the process, I lost about 280 ft and finally found the airport. The weather was hazzy and the new environment did not present many visual reference points. I was also nervous due to the checkride and being in a new setting since my home base is Raleigh-Exec Airport (KTTA). Zenda asked me to perform an emergency landing, as she brought the power to idle at 2,500 ft. I did the SPELL emergency checklist by setting the trim at the glide speed for Allegro 2000 at 70 mph, picking a landing spot as a nearby field, engine restart (simulation), let someone know (frequency, squawk) and headed towards it for landing. At final for the field, being high I performed a slip maneuver. She asked me to discontinue the landing at about 500 ft above ground and perform a go-around. But, I subsequently failed to clear the flight maneuvers portion bedeviled by my inability to maintain the assigned heading (90 degrees) just looking at the magnetic compass and without any outside reference point. Later Zenda pointed out that I could have switched on the GPS after the navigation portion of the checkride! My bad...She asked me to head toward the KBUY airport and perform a soft-field landing. I entered the left downwind for RWY 24 with full-flaps and performed a forward slip in the final and landed the airplane smoothly. The DPE complemented my landing but I still need to come back to correctly perform the flight maneuvers within the PTS margins. I plan to practice a couple of times with Jim and solo before embarkring on the checkride retest for the flight maneuvers portion...

Flight Training: Review Flight for Sport Pilot Checkride

On July 15, 2010 at 8.00 AM, I preflighted the Allegro 2000 LSA with Jim. Taxing to the RWY 03, I performed a short-field takeoff applying full power with brakes and releasing to gather speed on the takeoff roll. Liftoff at 56 MPH and climb at Vy=70 MPH, I headed NW of KTTA to the flight practice area. At an altitude of 3,000 ft and airspeed at 90 MPH, I performed a clearing turn to the right and left. Jim asked me to perform a power-on and power-off stall & recvery. I did the power-on stall at 4,500 rpm and with no flaps and recovered by lowering the nose to reduce the angle of attack (AOA) and applying power to climb to the original altitude. I reduced the power to idle and at 70 MPH, put flaps at 2 and stalled the airplane by backpressure. I recovered from the stall by lowering the nose by pushing the stick forward and applying full-power. I retracted the flaps from 2 to 1 and after the airplane gained some speed, I retrected the flaps from 1 to 0. I climbed to an altitude of 2,800.

Jim simulated an engine-out emergency by bringing the power to idle. I trimmed the airplane for a glide speed of 70 MPH, picked a landing site (KTTA RWY 21 within 3-4 miles), announced on the radio and entered final for RWY 21. I performed a forward-slip all the way down to the beginning of runway and straightened for flare and landed just after the first taxiway exit.

Landing Insights

Credit: AOPA Pilot, August 2010

I then performed a soft-field takeoff with stick all the way back from the taxiway and the plane lifted off at 50 MPH, gained speed at ground effect and climbed at Vx=65 MPH. After a traffic pattern at 1250 ft, I performed a soft-field landing with some power on the flare at 60 MPH and soft laning holding the nose up a little longer before rolling out of the runway.

Soft-field Landing

I then entered the beginning of RWY 03 and performed another takeoff, traffic pattern and a short-field landing with power at idle abeam no. 3, flaps at 2 and airspeed at 62 MPH. After a short final, I landed the airplane with an aiming point just after the first 500 ft mark and exited the runway within the first 1,300 ft of the runway. Taxied back to FBO.

Short-field Landing

Jim suggested some finer points and e-signed my FAA-IACRA application form for my sport pilot certificate. Jim then called the Designated Pilot Examiner (DPE) to inform the completion of my sport pilot training preparations. I contacted the DPE later in the day to schedule my sport pilot checkride...

Flight Training: Evaluation Flight with another Instructor

On July 8, 2010, my flight instructor Jim asked another instructor at the FBO, Ross Kennedy to perform an evaluation of my flight maneuvers in preparation for my Sport Pilot checkride. After the preflight of the Allegro 2000 LSA, I taxied to RWY 3. Ross asked me to perform a soft-field takeoff and head towards the flight practice area. At an altitude of 3,500 ft MSL, I performed clearing turns and slow flight at 55 MPH heading straight and shallow turns to the right. Ross then asked me to demonstrate stall & recovery in both the takeoff and landing approach configurations with flaps at position 1 and 2 respectively. Ross asked me to simulate an engine failure at 3,000 ft. I then changed the attitude of the plane to maintain a stable glide speed of 70-72 MPH and picked a large field as the landing site. I flew the plane descending towards the field. I was a little high even after a forward slip maneuver and Ross demonstrated the correct configuration and slip maneuver to reach towards the field. I ended the simulated landing at 500 ft and performed a climb to 1,000 ft AGL. Ross then asked me to perform a turns around a point maneuver. I performed the maneuver at 90 mph and headed towards the KTTA, joining the midpoint of downwind for RWY 3 at 1,250 ft. Ross then asked me to perform a soft-field landing. I landed the plane within the first 1,000 ft of the runway with flaps at 2 and a final approach speed of 62 MPH. Ross provided some feedback and suggestions.
I have scheduled another dual flight training with my instructor Jim Schmidt next week and hope to be ready by then to contact a DPE for my checkride !

Solo Flight Practice: Sport Pilot PTS Maneuvers

On July 2, 2010, I preflighted the Allegro 2000 LSA and taxied to RWY 03 for solo practice of Sport Pilot PTS maneuvers. I performed a short-field takeoff, applying full-throttle with brakes and release for a takeoff at 56 MPH, climb at 70 MPH, heading to NW of KTTA (Raleigh-Exec Airport). I climbed to 3,500 ft at the flight practice area near the 3M plant located in Pittsboro, North Carolina.

I performed clearing turns to 360 degrees at 90 MPH followed by steep turns to 360 degrees both left and right. I then slowed to 70 MPH and put flaps at 2. Maintaining a slow-speed of 62-64 MPH, I headed straight towards Jordan Lake and then performed shallow-turns to the right and left. I applied power and retracted flaps from 2 to 1. At 70 MPH, I retracted flaps from 1 to 0 and gained an airspeed of 90 MPH. Turning towards the KTTA, I started to descend and entered the midpoint of downwind for RWY 03 at 1,250 ft and 80 MPH. At abeam # 3, I reached an airspeed of 70 MPH and put flaps at 2. Maintaining an airspeed of 62-64 MPH during the final approach, I landed the airplane after a short flare at RWY 03.

I then taxied to beginning of RWY 03, and performed a soft-field takeoff with full back pressure and liftoff at 50 MPH, climb at Vx=65 MPH with a crosswind (winds of 7 knots from 350 degrees).

METAR for KTTA

I headed towards the intersection of two state roads and performed turns around a point and S-turns above a state road at 1,750 MSL. I then entered the downwind for RWY 03 and performed a short-field landing (AS of 60-62 MPH at Flaps 2 during final approach) witnin the first 1,300 ft of the runway of 6,500 ft. I taxied back to the FBO. With the completion of this flight, I have now logged 100 landings and 40 hours of flight time.

Solo Flight Practice: Circle Around a Point and Takeoffs & Landings

On June 8, 2010, I preflighted the airplane, Allegro 2000 LSA (N50631) and tookoff from RWY 03 for my eleventh solo flight. I performed my first takeoff with 15 degrees of flaps and headed towards the NW of KTTA (Raleigh Exec Airport). During my climb to about 2,500 ft near the 3M plant, I retracted the flaps at 150 ft and switched off the electric fuel pump at 1000 ft. I performed clearing turns and shallow turns and headed towards the KTTA. Entering the mid-point of downwind for RWY 03, I switched on flaps to 15 degrees at 70 mph and abeam the # 3. After base and final legs, I perfoemd my first landing of the day.



I again tookoff from RWY 03 of KTTA with flaps at 1 and headed towards the Cape Fear River Basin and followed the river. At the intersection of two state roads, I practiced several circle around a point maneuver at 1,400 ft ad 90 mph. I was able to keep the altitude and speed within the margins allowed for the Sport Pilot PTS and was able to correct when off with quick corrections. The wind was calm but there were some up drafts.



After my flight maneuvers practice, I entered the downwind for RWY 03 and landed the plane after a short flare. I taxied back to RWY 03 and did another takeoff, traffic pattern and landing.

Flight Training: Fine-tuning Flight Maneuvers and Landings

On May 21st and 28th, 2010, I practiced flight maneuvers and landings in different configurations with my flight instructor, Jim Schmidt. I performed takeoffs with flaps set at 0 and 1 (15 degrees) and headed to the flight practice area near the 3M plant about 6 miles NW of KTTA.
At 3,000 ft, I performed clearing turns to full circle from left and right with an airspeed of 90 mph. I then executed steep turns of 45 degrees to the left and right to full circle, maintaining the AS and altitude within 10 mph and 100 ft respectively.


Credit: AOPA Flight Training, July 2010

Jim asked me to slow the plane to 52-54 mph with flap 2 and perform a straight and level flight. I picked a spot and headed towards it with the inclinometer ball in the center. I then performed shallow turns to the left and right. Jim then asked me to increase the speed to 90 mph with flaps retracted at 70 mph and descend to 1400 ft near a state road. I then performed several S-turns to improve my proficiency.

After the flight maneuvers, I headed to KTTA and practiced several landings with touch 'n' go, in different landing configurations - flaps at 0, 1 and 2. There was a slight wind that allowed me to practice crosswind takeoffs and landings. I also executed a forward slip to reduce speed and altitude on one of my landing approach with full right rudder and left aileron into the wind.

Visit to the Wright Brothers Memorial at Kill Devil Hills, NC

On May 7, 2010, I visited the Wright Brothers National Memorial at Kill Devil Hills, North Carolina. Near the memorial, four stone markers proclaim to the world the successfull first flights performed by Orville and Wilbur Wright brothers on December 17, 1903.

Sport flying has been a constant theme from early days of aviation

Solo Flight Practice: Soft-field Takeoff, Flight Maneuvers and Landings

The mid-day weather at KTTA (Raleigh-Exec Airport) today (April 19, 2010) was sunny with clear skies with a temperature of 75 degrees but with gusty winds of about 4 knots varying in direction. I preflighted the Allegro 2000 LSA just after my instructor, Jim Schmidt taxied the airplane to the FBO after his flight training session with another student.

I taxied the airplane with the stick all the way back and entered the RWY 3 without stopping to simulate a soft-field takeoff. I applied full-power and the airplane lifted off at 50 mph with flap 1 (15 degrees). I levelled the airplane to gain airspeed in the ground effect and climbed out at the best rate of climb (Vy = 70 mph). I retracted the flaps at about 150 ft altitude and crossed the remaining runway.

I flew the plane at an altitude of 1400 msl to the NW of the KTTA Airport and performed the two following flight maneuvers, each a couple of time to gain practice:
1) Circle around a point (intersection of two state roads below)and
2) S-turns around a straight stretch of a state road with the intersection as the mid-point.



After the flight maneuvers, I entered the mid-point of the downwind leg for RWY 3 at 1250 ft. Turning base and final with an airspeed of 70 mph, I landed the Allegro 2000 LSA and turned off to the taxiway. I took off from RWY 3 for the second time today entering it via taxiway Echo. I performed a normal takeoff with Flap 1 and lifted off at 56 mph. I did the traffic pattern work and entered the base and final legs a little high. I applied full-power to perform a go-around (I should have tried a forward-slip!). After another traffic pattern with idle power from abeam the number 3, I landed the airplane after a short flare. The varying winds with not much corrections made me land a little off the center-line. I taxied the plane to the FBO.

Today marked my eighth solo flight and with this short 36 minute flight, I now have accumulated seven hours of PIC solo time.

Solo Crosswind Takeoff and Landing, Flight Maneuvers Practice

On Friday (April 16, 2010), I preflighted the Allegro 2000 LSA and taxied to runway 21 at the Raleigh-Exec Airport (KTTA) for solo flight practice. The weather was mild (70 F) but with strong winds of 8 knots from 260 degrees gusting to 12 knots. I performed my first solo crosswind takeoff with right aileron into the wind with flap 1. I lifted of at 60 mph as opposed to the normal 56 mph and retracted the flap at 150 ft. On climbing at 70 mph, I held a crab into the wind as I cleared the runway 21-3 and headed to the NW of the airport.

I climbed to 3,000 ft and practiced the following flight maneuvers: clearing turns, steep turns, power-on stall & recovery, power-off stall & recovery. I then descended to 1400 ft to try S-turns and circle around a point maneuvers. The wind aloft was high with updrafts. I piloted the Allegro 2000 LSA to the SE of KTTA. The wind conditions were still gusty and hence I decided to try these maneuvers another day. I entered the downwind mid-point for RWY 21 and performed my first solo crosswind landing with an approach airspeed of 70 mph with right aileron into the wind. I turned off the runway at taxiway Bravo to the FBO.

Dual PTS Flight Maneuvers Practice

Power-ON Stall & Recovery

Power-OFF Stall & Recovery

On April 13th and 14th 2010, I practiced several flight maneuvers after Jim demonstrated each of them. During the flight training on the 13th, Jim demonstrated the first takeoff with flap 1 (15 degrees) as a soft-field takeoff with the stick all the way back from the taxiway. Applying full-power, the airplane lifted off at 50 mph. Jim reduced the nose high attitude to allow the airplane to gain further speed in the ground effect and climbed at Vy = 70 mph. After clearing over the runway, I took control of the airplane. I performed my first soft-field landing with Flap 1 at downwind (AS=70 mph) and Flap 2 (48 degrees) at final with an airspeed of 62-64 mph in a nose down attitude. I still held a little power after touchdown to simulate rollout on a soft-field. Touch and Go...Tookoff from the remaining runway with flap 1. After the traffic pattern at 1,250 ft (crosswind, downwind, base and final), I performed my second landing as a short-field landng with flap 2 in the final and cutoff any remaining power as the main wheels touched down. I performed six short-and-soft field landings with flap 2 to gain proficiency.

During the second day of PTS Flight maneuvers training, Jim demonstrated several flight maneuvers and I repeated them under his guidance. I practiced the following flight maneuvers:
1) Clearing Turns
2) Steep turns at 45 degrees to left and right
3) Power-ON stall with 4,500 rpm and recovery
4) Power-OFF stall in landing configuration with Flap 2 with idle power and recovery
5) Circle around a point at 1,400 ft
6) S-turns around a straight road from 1,400 ft

I then performed the landing at RWY 21 and taxied back to FBO.

Sport Pilot Ground School - Knowledge Topics for the PTS Checkride

On Friday (04/09/2010), Jim instructed me on some of the key Sport Pilot knowledge topics required for passing the PTS Checkride and for my subsequent flights. These included the understanding of the weather, airspace, flight planning, wind and course calculations, fuel management, aircraft weight & balance calculations, medical and single pilot resource risk management.

I also completed the six DVD course on "Sport Pilot Checkride" from the King Schools as part of my preparation.

Solo Flight Maneuvers Practice - 2

As a continuation of my solo flight maneuvers practice, I soloed today (04/02/10) from 10:45 to 11:45 EST in the Allegro 2000 LSA. The weather was 80 F with 3 knots of wind from 320.

I taxied the plane to RWY 03 and performed a soft-field takeoff and climbout. Turning north from left crosswind leg, I climbed to 3,000 ft. After executing clearing turns, I then headed east and performed a power-off stall and recovery. I then piloted above a plant and did a circle around a point flight maneuver. I kept the airspeed at 80 mph and altitude at 2,500 ft AGL by increasing the back pressure and adding a little power during the turns. After crossing the KTTA mid-point of the RWY and entering a left downwind for RWY 03, I landed the Allegro 2000 LSA with Flap 1 and turned-off at the third exit for the taxiway. I then performed a short-field takeoff and climbout and headed north towards a highway. I did a S-turn flight maneuver with the intersection of two roads below as the center point. I tried to maintain the airspeed at 80 mph and the altitude at 2,500 ft AGL.



Heading towards the KTTA RWY 03, I entered the downwind leg mid-point at 45 degrees from west and switched on Flap 1 at abeam the no.03. I was unable to land with Flap 2 switched on at final and did a go-around about 150 ft above the RWY. Again entering the traffic pattern, I landed the plane with flap 1 but got bounced and added a little power. After a short roundout, I landed the light sport aircraft on the remaining RWY 03 and turned-off at the second exit for the taxiway towards the FBO - B Bar D Aviation.

I still need to practice short-field landings with flap 2 with my flight instructor, Jim Schmidt...

Solo Flight Maneuvers Practice - 1

Spring 2010 has finally arrived in North Carolina ! The temperature in Raleigh Exec Airport [KTTA] today (04/01/10) was 85 F at 4.00 PM with a mild wind from SW. The density altitude at the airport was 1,700 ft (Elevation: 246 ft).

After a preflight check on the Allegro 2000 LSA, I taxied to RWY 03 and performed a soft-field takeoff and climbout. I turned left crosswind and reached an altitude of 3,000 ft about 7 miles North of KTTA. I reduced the airspeed just below Va (= 90 mph) and then performed clearing turns and slow-speed turns at 62 mph. I then turned the Allegro 2000 LSA towards KTTA and flew over it. Now, the winds have changed and the traffic was using RWY 21. After a left downwind, I performed a short-field landing for RWY 21 with Flap 1 and turned-off at the first taxiway. From RWY 21, I now performed a short-field takeoff and climbout at Vx. Turning left crosswind, I headed South above a field and performed clearing turns and power-on stall and recovery. I then entered the downwind for RWY 21 at 45 degrees and executed a simulated soft-field landing with Flap 1. I taxied the plane to the FBO.

Solo Flight Practice: Soft and Short Field Takeoffs and Landings

PIC - Prasad

Today (March 17, 2010), I practiced soft-field and short field takeoffs, traffic pattern work and landings during my fourth solo flight. The weather at Raleigh-Exec Airport (KTTA) was sunny (62 F) with mild wind 0f 03 knots but with gusts of 10 knots. My flight instructor Jim was off today. Ross, another flight instructor with B-Bar-D Aviation, sent me on my solo flight after filling the Allegro 2000 LSA with a full tank of autogas.

I did the preflight check and taxied to RWY 03. After waiting for a low-wing 4-seater plane to land, I performed a soft-field takeoff (taxi to the runway without stopping and stick in the middle, apply full-power and takeoff at 56 mph, level to gain speed and climb at 70 mph with flap 1 - at 15 degrees). I climbed to 3,000 ft and did a go-around of the airport and flew to the practice area NW of KTTA. I turned towards the airport with two medium bank turns and entered the downwind leg with a plane on the final. Since the plane had not cleared the runway when I was on the final, I did another go-around to the right of RWY 03. Turning left crosswind, I did my third traffic pattern work with idle power abeam the number three. There was a plane on long final for an ILS approach and another behind me during my downwind leg. I landed after the airplane on the long final and turned off from RWY 03 at the second exit. Taxied back to beginning of the runway.

I tookoff for the second time from RWY 03 - this time I performed a short-field takeoff. I flew another traffic pattern, with a six seater Piper airplane way behind me to join the downwind leg and another airplane on final approach. I turned to base leg and with a forward slip reduced my altitude from 1000 ft to 600 ft on the final. I landed the plane after a long flare due to my fast speed during the final leg. Today, both of my landings were with no flaps as I did not try the slow speed maneuvers due to the gusty wind conditions. I turned off the runway via the third exit to the taxiway. Taxied the Allegro 2000 LSA back to FBO.

Flight Training: Practice of PTS Maneuvers - 1

On March 08, 2010, I had dual flight training with my flight instructor Jim. It was a sunny day at my home base (KTTA) with a 9 knots of winds and 14 knots of gusts from 340 degrees. Before my preflight check, I discussed the training objectives for the flight - to practice flight maneuvers using effective aircraft controls. After the preflight check, I taxied the Allegro 2000 LSA to RWY 03 and performed a short-field crosswind takeoff (add full-power at runway edge with brakes on and then release for takeoff with a left stick to compensate for the crosswind, crab into the wind on climbout).

I climbed to 3,500 ft altitude in the practice area NW of the Raleigh Exec Airport. After Jim's demonstrations, I performed several flight maneuvers: (1) Clearing Turns (2) Steep Turns (3) Slow speed turns - slight bank angle with the aim of keeping altitute and airspeed constant (4)Power On Stalls and (5) Power Off stalls - with flap. Jim also demonstrated the onset of a spin with a wing down stall and the recovery maneuver for me to gain an awareness on spin...I piloted the airplane towards the airport descending to the traffic pattern altitude of 1,250 ft at mid-point of downwind leg. After completing the traffic pattern work, I landed the plane slightly off the centerline since I did not give enough left stick to compensate for the crosswind. It was an hour of flight work and I taxied the Allegro Light Sport Aircraft to the FBO.

First Solo Cross-country Flight (KTTA - KBUY - KHBI - KTTA) in Allegro 2000 LSA

On March 01, 2010, I accomplished my first solo cross-country flight, a requirement as part of my Sport Pilot Certificate training. My long cross-country solo flight plan consisted of three legs: Raleigh Exec Airport (Sanford, NC) - Burlington Alamance Airport (Burlington, NC) - Asheboro Regional Airport (Asheboro, NC) - Raleigh Exec Airport (Sanford, NC) : KTTA-KBUY-KHBI-KTTA for a total of 104 NM (120 Miles). The entire trip lasted for 2.1 hours (PIC log time) and I cruised at about 3,000 ft with an average indicated speed of 100 miles/ hour. I completed my first solo cross-country flight after accumulating 21 hours of dual training time with Jim and 1 hour of solo PIC time in my flight logbook !


At 10.00 AM EST, I reviewed the flight plan for my first solo cross-country flight (KTTA-KBUY-KHBI-KTTA; 120 Miles) with Jim. After the pre-flight check, I started the Allegro 2000 LSA (N50631) for my first solo cross-country flight from Raleigh Exec Airport at 10:40 AM EST. I taxied to RWY 03 and tookoff on an MC of 335 towards Burlington Alamance Airport (KBUY). The wind aloft was 11 knots from 310 at the cruising altitude of 3,000 ft. I piloted the airplane with an IAS of 100 mph. Performed pilotage and dead reckoning although the Garmin GPS gave the flight track. I entered the KBUY approach for RWY 24 at the traffic pattern altitude of 1600 ft and landed at an IAS of 75 mph. The landing was smooth and that was my first solo landing at another airport...I taxied out of the RWY and entered the RWY 24 after coming to a full stop at KBUY.

I took off for Asheboro Airport (KHBI) from RWY 24 of KBUY.

I followed the flight path at MC 229 from a cruising altitude of 3,000 ft and observed pilotage and dead reckoning en route.
Upon entering the traffic pattern at KHBI for RWY 03, I spotted a twin engine plane coming on a long final for RWY 21. I applied full-power and did a go-around. I saw a single-engine plane lifting off from RWY 03 during the downwind leg and landed the Allegro 2000 on RWY 03. I taxied out of the RWY and stopped near the North Carolina Aviation Museum.

From KHBI, I tookoff for KTTA from RWY 03 at MC 104 (MH 100). I cruised at an altitude of 3,500 ft for KTTA with an IAS of 100 mph that gave a groundspeed of 107 mph.

The N-plant cooling tower at Sanford, NC was visible miles away. There was some turbulence with scattered clouds at 4,000 ft. I entered the downwind for KTTA traffic pattern for RWY 03 and performed my third and final landing on my first solo cross-country flight with a forward slip to reduce altitude and touched down near the centerline after a landing flare. I taxied clear of the RWY and stopped at the FBO.

I discussed my first XC flight with Jim. Both Jim and Doug congratulated me for successfully completing my first solo cross-country flight.

My first solo cross-country flight was a true adventure...making it a memorable day in my sport pilot training...

Training: Crosswind Takeoffs and Landings

My flight instructor, Jim Schmidt, CFI instructed me today on how to perform takeoffs and landings with a crosswind that he demonstrated to me during one of my earlier sport pilot training lessons. The winter weather today at Raleigh Exec (KTTA) was mild (50 F) but with a wind of about 10 knots from 310 degrees. This gave me the opportunity to practice crosswind takeoffs and landings before my long cross-country solo flight.

After a preflight check of the Allegro 2000 LSA (N50631), I taxied to RWY 03. I tookoff with no flap, at 56 mph but with the left wing into the crosswind. Once airborne, I held a crab angle into the wind and climbed over the runway as usual. After performing the traffic pattern (left crosswind, downwind, base and final) maneuvers, I approaced the RWY 03 with a crab and descended by a forward slip maneuver (left aileron and right rudder) and landed the airplane with a left stick to compensate for the crosswind. I tookoff from the rest of the runway (touch-and-go) and landed with a litte bounce during my second landing. Jim applied full-power and we lifted off for another traffic pattern. I performed the third traffic pattern with a crab at downwind and the landing with a short touch-down with aileron and rudder corrections for the crosswind from the left. After a fourth touch-and-go for the final traffic pattern work, I reduced the power to attain 70 mph and lowered the flap to 15 degrees at abeam of RWY 03 during the downwind leg. I descended to base and final legs maintaining an airspeed of 66-68 mph. I landed the airplane for the fourth time in the crosswind condition and taxied back to the FBO.

Second Solo Flight !

After a gap of one month in my Sport Pilot flight training due to severe winter weather, today I was able to practice from the Raleigh Exec Airport (KTTA). The wind was mild (5 knots from 020 degrees) and the weather was cold (37 F). I performed three takeoffs (one with 15 degrees of flap and two touch-and-gos with no flap) and landings with my flight instructor, Jim Schmidt,CFI of B-Bar-D Aviation. I taxied clear of the runway and left Jim at the FBO after a complete engine shut-down. I then started the Allegro 2000 (N50631) fitted with a new Rotax engine and taxied to RWY 03 for my second solo flight !


On my second solo flight, I departed from KTTA runway 03 at a takeoff speed of 56 mph and climbed at 70 mph. Taking a north magnetic heading, I flew over the 3M Plant and turned towards KTTA and made a go-around of the runway at 3,000 ft. Again I flew north and turned back to KTTA. Descended to 1450 ft and entered the left downwind leg at 45 degrees and performed my first solo landing of the day with an approach speed of 75 mph. I taxied out of the runway and departed again from runway 03. After a normal takeoff with no flap, I headed towards the practice area flying for about 6 to 8 miles N and turned towards KTTA . Piloting the Allegro 2000, I entered the left downwind, followed by another plane, and turned to the base leg and then final at a high speed (80 mph). I perfomed my second landing of the day after a long flare to bleed off the higher than normal speed...and that completed my second solo flight. I now have a full one hour of PIC (Pilot In Command) time in my Pilot Logbook !

Training: Long Dual Cross-Country Flight (KTTA-KBUY-KHBI-KTTA)

On January 12, 2010, I prepared the flight plan for the long dual cross-country flight, a requirement as part of the Sport Pilot Training with my flight instructor, Jim Schmidt. The cross-country flight was from Raliegh Exec Airport (Sanford, NC) to Burlington-Alamance Airport (Burlington, NC) to Asheboro, NC and the final leg to Raleigh Exec Airport for a total of 103 nautical miles.

AOPA Flight Planner - Navigation Log (KTTA-KBUY-KHBI-KTTA)

After preflight and engine start with the use of choke necessiated by the cold winter temperature, I took off with Jim from KTTA in Allegro 2007 Glass Cockpit aircraft from runway 03 on a magnetic course of 335 to KBUY. Performed pilotage and dead reckoning at the cruising altitude with radio announcements and checking ASOS/AWOS information. Upon reaching the Burlington-Alamance Airport, I made a landing at runway 24 with cross-wind from right. After taxiing and full-stop, tookoff from runway 24 for a magnetic course of 229 to Asheboro Regional Airport (KHBI). Entering the traffic pattern at KHBI, I performed a go-around due to being pushed off the runway by cross-winds. After the second traffic-pattern at 1000 ft AGL, I landed the light sport aircraft on runway 03 of KHBI with cross-wind corrections using left aileron into the wind. Taxiied and took off from runway 03 on a magnetic course of 104 to KTTA. From the cruising altitude of 3,500 spotted the North Carolina Zoo on the right. The Harris Nuclear Power Plant near the Sanford Airport provided a good visual aiming point for track heading. Entered the traffic pattern at Raleigh Exec but I was unable to land in a strong wind from 350 of 14 knots with gusts of 16 knots. Jim demonstrated a cross-wind landing at runway 03 and I taxiied to the FBO. That completed my long dual cross-country flight training.