Flight Trip: Raleigh-Exec Jetport (KTTA) to Harnet County Regional Airport (KHRJ)

Flight Plan: KTTA-KHRJ-KTTA

Today was an excellent day to fly, with calm winds and bright sunshine but with a bit of haze and a surface temperature of 70 F at Sanford, NC. I preflighted the Allegro 2000 LSA and taxied to RWY 03 at the Raleig-Exec Jetport (KTTA). After the landing of a Cessna 182, I tookoff with flaps at 15 degrees and climbed to the North.

I made a right crosswind turn at 1000 ft towards my destination - Harnett County Regional Airport (KHRJ) in Erwin, NC. I climbed to 3,000 ft and cruised at 100 MPH. I followed the Cape Fear River that is formed at the confluence of the Deep River and Haw River. My flight path took straight over the 2,150 ft Communication Tower. I flew to the west and still followed the GPS Map with the Cape Fear River below. The city of Sanford, NC was to my right and after flying about 20 miles SE, I flew over the town of Lillington, NC. I started to descend about 10 miles from KHRJ and joined the downwind for RWY 05 just north of the river. I made the base and final legs at 80 MPH and landed the airplane with no flaps on the 5,000 x 75 ft runway.



Harnett County Airport in Erwin, NC is famous for the glider planes and as I taxied to the GA ramp, I saw a glider being towed by a Cessna climbing and making a right turn to the North. After a few minutes in the GA ramp, I took off from RWY 05 entering it from taxiway Delta and climbed at 75 MPH.


Making a left crosswind turn, I set my course to the KTTA situated 25 Miles to the NW. I again follwed the Cape Fear River below and could see the Nuclear Power Plant Cooling Tower and the smoke raising straight up in the calm winds. I switched to the KTTA CTAF about 15 miles south and there were a few planes in the traffic pattern and approach to RWY 03. I crossed the RWY mid-field at 2,000 ft and joined the downwind for RWY 03. I made a longer downwind and after the base and final legs, landed the light sport airplane on the RWY 03. I then cleared the active runway and taxied to the FBO.

Today's cross-county flight of 50 Miles is my first solo cross-country flight to an airport I have not been earlier with my flight instructor. It was an adventure as a recent Sport Pilot and is dedicated to the Indian Cricket Team that won the ICC Cricket World Cup 2011 yesterday in Mumbai, India!

PIC Time: Solo Flight Practice in the Traffic Pattern with Gusty Winds

Today, at 10.00 AM EST, I preflighted the Allegro 2000 LSA for gaining some flight practice in takeoffs and landings in gusty winds. The temperature at the Raleigh-Exec Jetport (KTTA) was mild at 72 F with great visibility. The winds were from 040 degrees at 15 MPH gusting to 19 MPH. The traffic at the airport was moderate with a Business Jet taking off to the North followed by a Cessna 172 and a Mooney both doing the traffic pattern work.

I taxied to the RWY 03 and performed a normal takeoff with Flaps at 15 degrees. After the climb, I turned to the crosswind leg at 900 ft and flew towards the practice area near the 3M Plant in the NW. I then performed a shallow 180 degrees turn and at a height of 2400 ft crossed the RWY midpoint and joined the downwind for RWY 03. After a long downwind to decrease my altitude, I turned base behind the Mooney and performed by first landing of the day with no flaps and with a slight power to compensate for the gusty but strong headwind. I taxied to the RWY 03 and took-off with no flaps and climbed straight and turned to the crosswind and downwind legs. At abeam no.3, I reduced the power to 3500 RPM in the Rotax engine and turned base and final legs followed by the Mooney aircraft. With the aid of the strong headwind, I was able to land and exit via the first taxiway Echo within 1200 ft.

I then took off from RWY 03 after the landing of the Cessna 172 and flew towards the Lake Jordan with a view of the cooling towers of the N-Plant in Sanford, NC. I then joined the downwind for RWY 03 and turned base as the Mooney aircraft was on the final leg. I again landed at RWY 03 and exited the runway via taxiway Charlie. I then taxied the plane in strong tailwinds to the FBO.

Overall, a great practice flight that added three landings as PIC to my pilot logbook.

PIC Time: Solo Flight in the Traffic Pattern with Crosswind

The Winter 2011 is almost over and the Spring is on the way in North Carolina. Today, I made a solo flight in the Allegro 2000 LSA from KTTA (Raleigh-Exec Jetport) for being current in my PIC time and practice landings in crosswinds.

The weather was mild (63 F) at the airport with broken clouds from 6,000 ft and good visibility . But, the winds were varying from 160 degrees at 8 MPH with some gusts.

iATIS App

The traffic in the airport was heavy, with three planes doing the traffic pattern along with a couple of incoming flights. I was number three for takeoff from RWY 21 and departed with flaps at 15 degrees. I rotated at 55 MPH and climbed at 65 MPH. I crabed the airplane into the wind to keep aligned with the runway. I followed the Piper Cherokee on the downwind and made my first landing with an approach speed of 70 MPH and carrying a little power. I turned off the RWY from taxiway Charlie and lined up for my second takeoff behind a Cessna 172.

I again tookoff from RWY 21 but this time without any flaps and climbed to the pattern altitude of 1200 ft. The Cessna was doing a long traffic pattern and so I made my base leg longer and entered the downwind from midpoint of the RWY. I entered the base leg at 800 ft AGL and final approach at 75 MPH. After holding the heading in the varying crosswind, I landed the light sport airplane at RWY 21 and taxied the plane to the FBO.

Practice Flight in Strong Crosswinds with gusts!

Today was my first flight in the Allegro 2000 LSA after coming back to the Raleigh area. The weather was clear and sunny with 48 degrees but with strong winds from 260 degrees to 290 degrees and gusts. I converted my solo flight schedule to a dual practice flight with my flight instructor, Jim Schmidt. I preflighted the airplane and taxied to RWY 21.

METAR for KTTA

I performed a crosswind takeoff with right aileron into the wind from taxiway Charlie for RWY 21 with no flaps. I climbed with a crab into the wind and did a left traffic pattern for RWY 21. I entered the base and final legs with higher than normal power and at a speed of 70-75 mph.

I kept the airplane aligned with the RWY 21 but the variable wind and gusts made me struggle to keep the light sport airplane straight during the flare. Jim just touched the controls but did nothing and said 'still your airplane'. I touched-down with right aileron for the crosswind but was pushed up by the gusts. I added a little power and after a short flare landed the airplane. An ugly landing but a good practice flight and landing on a strong crosswind with my flight instructor besides...

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....