Today was a makeup for Friday, I got rained out.

I was going to go to Terre Haute, IN, but with the rain and forecast for descending clouds, I decided to skip it and fly on Sunday.

I thought since I was flying during the day, I would fly up to Rockford, IL and fly by Aurora and Elwood on the way back.

Checking the weather for Sunday afternoon, it was forecast for clear skys around home, but low clouds up north. I had to come up with another plan.

I picked southwest and looked to see where I could go.

Springfield, MO was my destination. I planned my route to go from Alton to the STL VOR, staying below Lambert's airspace at 2,000 feet.

From the VOR, I would turn southwest and fly direct to Springfield. I planned on doing 3 touch and gos then back towards Alton. If the tower at Fort Leonard Wood was still open, I might do a few touch and gos there before heading home. The Airport facilities directory didn't show hours for Fort Leonard Wood. I know they close early during the week, but I didn't know what they did on Sundays.

I planned on flying through St. Louis' Class Bravo Airspace to get back to Alton.

I called and got my VFR Flight Briefing. Everything was good. I asked the Briefer what frequency I would contact Kansas City Center on for Flight Following. They told me once clear of St. Louis Departure, Center was on 133.4. I thanked them and went ahead and filed my flight plan.

I headed for the airport and got there about 1:40.

I got the book, reviewed it and saw noone had flown this plane since 11/08 and before that, me on the 7th.

When I walked out to the plane, I said "Hi" to the lineman sitting on the tug.

I got to the plane and did my preflight checks. The fuel was showing only about 3/4 full. Since I figured my flight at over 3 hours, I decided I wanted more fuel.

I looked back for the lineman and he was gone. I went back to the office and he was there talking to Betsy. I asked if he could put some fuel in 24R. He said sure. He thought it was topped off. I told him it was showing 3/4ths but I was planning on a longer trip and wanted to make sure I had enough. He said, no problem. While I walked back to the plane, he walked to the fuel truck.

I checked the oil and it was showing about 8 quarts. The oil looked good, nice and clear, considering its 100 hour maintenance was due in about 4.5 hours, I was surprised.

While I did my preflight checks, the lineman added fuel. I checked the sumps and everything was clear. I thanked him and he went away.

I got the current weather. It was reporting winds variable at 6 knots, visibility better than 5,000 and 5, all runways in use.

I started the engine and pulled out and tried to call Ground. I called once, no response. I waited and called again, still no response. Before the third time, I realized the mike was set to comm2 (St. Louis Radio). I switched it to comm1 and called again. I said I was at Langa, with Echo, ready to taxi for departure to the west. Ground cleared me to 17. I acknowledged and pulled out.

While I was trying to reach Ground, the Hawker Jet parked at Langa called Ground and said they were ready to go. Ground told them to wait for their clearance.

When I finally got my clearance and started to taxi, I had to go behind the Hawker with its engines running. I didn't feel any jet wash, but I'm sure it was there.

As I was approaching the Alpha Taxiway, in front of the Tower, I saw another plane comming down the taxiway. I started to slow but Tower told the other plane to make way for the 182 going by (me).

As I was going my, the Hawker's IFR clearance came thru and he was cleared to 35.

Looking ahead of me, I saw another plane short of the hold short line for 17. He was turned back toward the tower. I was surprised at this since the wind was variable and light. I was just going to stay pointed at the runway and do my run-up.

He turned about as I approached, staying way back. I did my final checks and he was cleared to depart just as I was finishing up.

I pulled up to the hold short line, called Tower and said I was at 17, ready to depart.

Tower cleared me to depart on 17, right turn approved. I acknowledged and rolled onto the runway.

I was going to do a short field takeoff so I had 20 degrees of flaps in and when I was lined up on the runway, applied power and was up. I had to push the nose over to keep from climbing away to soon.

At 1,000 feet I reduced power and manifold pressure and turned right.

Tower told me to stay south of the extended line of 35 as the Hawker was departing and turning to the west. I acknowledged and flew a little south of my planned course.

I switched radios and tried to call St. Louis Radio. I called and waited. Checked everything and called again. I waited some more then tried a third time. Still no response.

I figured since I was going to get flight following, I would skip openning the flight plan and just flew on.

I had to stay below Lambert's Airspace so I leveled off at 1,800 feet and flew on. I was past the river before I realized I hadn't taken out the 20 degrees of flaps I put in for the short field takeoff. I took them out then had to re-trim to keep the plane flying level.

I could have turned SW when I reached the STL VOR, but I kept going a little farther, out to the Mississippi River. This let me start to climb as I was past the inner ring of Lambert.

I climbed up to 2,500 feet and when I was in the next ring climbed up to 3,500 feet.

When I was far enough out, I pulled back and climbed up to 6,500 feet.

I reached altitude and leveled off, trimmed the plane, closed the cowl flaps, and set up for straight and level cruise.

At 2:43, I was at 6,500 feet. The outside air temperature was 47F/8C. My airseed was 125 knots while my ground speed was 124 knots on a heading of 240 degrees.

When I was over Washington, MO, I started getting ready to call Kansas City Center for Flight Following.

It took a few minutes before it was clear enough for me to jump in.

I said Kansas City Center, Skylane 2724R with request.

He was talking to someone else but finally said whoever Romeo called, repeat call sign.

I said Kansas City Center, Skylane 2724R with request.

He said 22Romeo go ahead.

I said Skylane 2724Romeo, about 3 miles west of M06, at 6 thousand, 5 hundred, request flight following.

He said 24R, squawk 2103 and say destination. I punch in 2103 on the transponder and said 24Romeo to Springfield, MO.

He came back and said 24 Romeo, radar contact 13 miles south of Forestell VOR, maintain VFR, altimeter 3006. I ackowledged 3006 and flew on.

Here is a picture looking south as I flew along. You can see the fields and hazy.

Here is a picture Of what I saw out the front window; the Sun in my eyes.

I kept one radio on 133.4 for flight following and switched the other between St. Louis Approach and the local airports as I went by.

At 2:53, Center asked if I was going to Springfield Downtown or Regional. I said Downtown. I checked my chart and saw I was going to Regional. I called Center back and told them Regional. He acknowledged and I flew on.

Here are some pictures as I flew past Rolla Vichy Airport.

At 3:14 Center called and said to stay with him but switch frequencies to 133.8. I acknowledged, 133.8 and switched over.

I didn't say anything and I wondered about reporting with him but didn't speak up.

When I was still about 50 miles out from Springfield, Center told me to contact Springfield Approach on 121.1. I acknowledged and switched.

Since I was changing people, I called Springfield Approach and the controller said she had radar contact.

I started my descent when I was about 35 miles out. I was using the autopilot so I put in about 300 foot per minute descent rate.

I went down to about 3,300 feet and leveled off.

I got the current weather. It was reporting wind calm, visibility 10 miles and clear sky, runway 20 and 14 in use.

About 9 miles out, Approach told me to contact Tower on 119.9.

I wished her a good day and switched over. I called Tower and he said I was cleared to land on 20.

I told him I would like to do a touch and go and he said I was cleared for the option, 20. I acknowledged and continued in.

I was coming in at about a 45 degree angle so I adjusted my heading to a modified left base and descended down to about 2,500 feet.

I turned final and got lined up with the runway.

Here are two pictures as I approached the runway.

On the right you can see the military planes based here and on the right is a passenger terminal. There must be a fair amount of shuttle/charter service out of here.

I came in and touched down nice and smooth. I was a little long, but not bad since I came in high.

Flaps out, power in and I was back up.

At Alton, I reduce power and turn at 1,000 feet. Here, the field elevation is 1267 feet so I reduced and turned at about 1,750.

As I was climbing back up, Tower asked if I was going to stay in the pattern. I said I would like to do 2 more touch and gos then depart to the east.

Tower said VFR I assume and when I acknowledge, told me to make left closed traffic. I acknowledged.

As I was turning downwind, Tower told me I was cleared for the option, number 2, for 20.

I acknowledged, cleared for 20, other plane in sight; it was on short final.

I put in flaps, reduced power and continued around. This time when I turned base to final I was at 2,000 feet and squared up with the runway. I touched down again nicely and was soon back up.

On downwind Tower cleared me for the option, number 2 again, for 20. I acknowledged, cleared for the option 20, other plane in sight. It was almost to the end of the runway, no factor.

This time I was wide when I turned final but I got lined up and touched down again.

This time I was a little crosswise and had to straighten out before applying power and taking off again.

I arrived at 3:53 and departed at 4:01.

At 1,800 feet I started my turn to the left and called Tower. I said I would like to depart the pattern to northeast.

Tower said to stay below 3,000 and asked what altitude I wanted.

I told him I wanted 3,000 until he cleared me for 7,500.

He told me to contact Departure on 121.1. I acknowledged and switched over.

Departure was talking with someone so I waited. I was about to call when Departure asked if 2724Romeo was there. I said I was waiting for her to get done. She said thank you and cleared me to climb to 7,500, maintain course. I acknowledged and set the autopilot to climb and maintain heading.

At 4:13 I was at 7,500 feet. The outside temperature was 45F/8C. My airspeed was 124 knots while my ground speed was 137 knots on a heading of 045 degrees.

At 4:22, Departure told me Radar Services Terminated, squawk 1200, frequency change approved. I was 147 miles from Alton.

I thought about asking about Flight Following but decided to skip it.

Here are 2 pictures as I flew past the airport at Lebanon, MO at 7,500 feet.

At 4:32, I was at 7,500 feet. The outside temperature was 44F/7C. My airspeed was 127 knots while my ground speed was up to 153 knots on a heading of 047, tracking 054.

I checked Fort Leonard Woods ATIS and it was reporting the tower closed. I had thought about doing some touch and gos here but I want to do it when the tower is open.

There are 15 airports with Control Towers within 125 miles of Alton. I have landed at 13 of them. Only Lambert and Fort Leonard Wood to go. If I was going to land, I wanted it to count towards my Tower total.

Here are some pictures as I flew past the airport at Fort Leonard Wood.

The airport has one runway running north and south.

Here is another picture as I went past Rolla Vichy Airport, this time from the south.

At 4:45 I was about 100 miles out from Alton and about 50 miles out from St. Louis' Class B airspace.

I started my descent at about 200 feet per minute. I didn't know how St. Louis Approach would handle me crossing their airspace, but I didn't want to be at 7,500 feet and have to drop to get down to Alton.

I hadn't thought about it when doing my flight planning, but the sun set at 4:47 tonight.

Here is picture looking east as the sun set behind me. You can see the haze and the colors. It wasn't much easier to see than when I was flying west into the sun.

When I was a little past St. Clair, MO, I called St. Louis Approach. I stumbled over getting VFR, 7 miles northeast of St. Clair, at 5,500 feet enroute to Alton, request clearance to transition Class Bravo Airspace.

I finally got it all out and Approach told me to squawk 0250. I acknowledged and shortly he responded radar contact.

He told me to turn to 080 and descend to 4,500. I acknowledged and started to turn and before I got to the new heading he told me to continue my descent to 3,500. I acknowledged again and continued down.

Approach said I would be going over Lambert.

I was almost down to 3,500 feet when Approach told me to turn to the Cardinal (CSX) VOR then turn to a heading of 040.

I said I was VFR and didn't know where the Cardinal VOR was, could I get vectors. He sounded surprised and told me to dial in 116.45 and let him know when I had it.

I dialed it and spun the OBS to get a heading of about 45 degrees. I called Approach back and said I had it. He said to fly that heading. I acknowledged, feeling a bit foolish. This is the first time I have been told to fly to a VOR by any approach. I just wasn't expecting it.

I hadn't been watching and let myself climb up to 3,900 feet. I pushed the nose over and headed back down.

I dialed CSX in on the GPS and it showed a desired track of 44 degrees and a track of 40 degrees. I flew on.

Here are some pictures of St. Louis at night. My camera just does not like dark pictures. It wants to use a flash but from 3,500 feet it doesn't do much but reflect off the glass.

Approach told me to switch frequencies again. I acknowledged and switched.

When I was about 5 miles from the VOR, I called Approach and asked what heading I was suppose to fly after reaching Cardinal. He said 040. I acknowledged.

I was already tracking 040 to get to the VOR so I didn't have to change anything when I got there.

I wasn't paying attention and didn't realize the Cardinal VOR is located at Lambert. I was almost over head before I realized where I was.

I continued on past Lambert and as I was approaching the river, Approache said, descend at pilot's discretion, report airport in sight. I said descend at my descretion, looking for the airport.

I switched over and got Alton's weather. It was reporting wind from 160 at 8, better than 5,000 and 5, runway 17 in use.

Somehow, I ended up on Alton's Tower frequency and when I called St. Louis Approach to report Airport in sight, Alton Tower said ok. I said, sorry wrong frequency, be right back and switched back to talk to Approach. I said airport in sight and he told me to contact Tower on 126.0. I acknowledged.

I switched frequencies and switched my transponder to 1200. Approach hadn't told me to but then I didn't want to hunt through my notes to find the old squawk code so I just left it at 1200.

I called Alton Tower and said Skylane 2724R, 9 miles to the West South West, with Hotel, inbound for landing.

Tower told me to report 1 mile, left for 35. I acknowledged and continued in.

I could see the runway lights so I aimed for the middle of the field. I reported entering left downwind for 35, about 2 miles out.

Tower cleared me to land. I acknowledged.

I put in flaps, reduced power and did my turns.

I was a little high and wide turning to final, but I got it lined up and down and touched down just past the numbers.

I was slowing and getting ready to turn when Tower cleared me off at Bravo 1, cleared to the ramp.

I acknowledged, turned off and did my post flight checklist.

Looking at the ramp, all the center parking places were full, I would have to park next to the edge again.

I came in, turned left and spun it around. When I shut down and looked, I was right on top of the yellow lines and nice and straight. I'm getting better at this.

I got my times, cleared out the plane, locked it and headed inside.

I filled out my tach sheet and turned it and the book in.

Today was interesting. I learned I don't really like the cruise portion of flying. It is boring. It's not so bad when you can see things, but flying into the sun with haze makes it pretty boring.

Next week hopefully Bill and I will fly again. He wants to fly at night so I said we could fly to Marion, have dinner, then fly back in the dark. He had to check on Robin's schedule but if not next week, soon.

All in all, a nice way to spend the afternoon and evening.