Flight Training: Takeoffs & Landings, Instrument Reference (IR) Maneuvers

My flight lesson scheduled on 1/1/11 was cancelled due to icing in the wings of the DA-20 aircraft. Today, I had my second flight training class with Instructor Dick Oman. The weather at 10.00 AM PST was sunny but very cold (-2 C) with winds from 050 at 3 knots. I preflighted the aircraft and taxied to the RWY 35 for a normal take with T/O flaps. After the takeoff radio communication, I applied full-thrust with fuel rich and rotated at 55 knots. I climbed straight at 75 knots and turned left cross-wind towards the town of Newberg in the NW of Aurora State Airport (KUAO).

Dick asked me to performe some maneuvers holding altitude, airspeed and heading. At 3,500 ft, he asked me to perform slips to descend with right aileron (and left rudder) and with left aileron (and right rudder). Dick asked me to put on the hood and perform instrument reference (IR) maneuvers - climbing to 4,000 ft while turning for an assigned heading and then descending to 3,500 ft turning to another assigned heading and level flight straight ahead. He then took the flight controls and put the airplane in unusual attitudes and asked me to recover using IR only with the hood on.

After removing the hood with Dick piloting the airplane, I took a HD Video of the spectacular view of the Cascade Mountain range to the East - the majestic snow-covered Mt. Hood looming large just 50 miles away, Mt. Jefferson to the South, Mt. Adams to the North, Mt. St. Helens and Mt. Rainier in the distant North.



I then took control of the airplane and followed the Newberg VOR. Dick then asked me to turn towards the airport for landing practice. I entered the downwind for RWY 35 at 45 degrees mid-point, left base leg and performed my first landing with L/D flaps at 78 knots. My base leg speed was a little high and I floated before landing on the runway. I then tookoff from the remaining runway with T/O flaps for another traffic pattern and landing practice. I landed the airplane but again with excess speed (with L/D flaps) after a float with the long low-wings of DA-20 C1 Eclipse.

I taxied the airplane to the FBO. Dick gave me a post-flight briefing. Overall, a very productive flight maneuvers lesson with a beautiful view of the peaks of the Cascade Mountain Range and the Willamette River below.

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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