Flight Log 06-Jun-10a

I plan on getting some new pictures of the Fenton Terminal and then flying around St Louis.

Weather Brief

Briefer VERY slow. Lots of Pauses. Called in at 7:16, finished at 7:28. 12 min, 36 Seconds.

When I looked to schedule some time, only Jenny was available and she had a Discovery Flight at 1100.

With only 2 hours, I couldn't go far so I looked around at where I needed pictures or hadn't been in a while and realized I could fly around St Louis with visits to St Louis Downtown (CPS), St Louis Regional (ALN) and Creve Coeur (1H0). I decided to add a visit to Fenton to get some new pictures of our old office there.

I added a few Visual Checkpoints to be sure and stay out of St Louis International-Lambert Field's Class B airspace. Click here to see the route

The only downside to this flight is that I would have to get up early and leave home by 7:45, after eating, and getting my VFR flight briefing.

I decided since I couldn't go far, I would fly the 1999 Cessna 172R. This is the slowest plane in Air Associates fleet and is the "old style" gauges. I like the G1000 glass panel but I like to fly these every now and then to make sure I remember how.

Yesterday, there were low clouds most of the day. I was a little worried that it would be the same for today, but since I didn't plan on climbing much above 1,500 feet, I hoped it would be ok.

The 1,800 was a little low, but it was suppose to clear as the day progressed so I headed for the airport.

The closer I got to Chesterfield, MO and Spirit of St Louis Airport (SUS), the clouds broke up and turned from broken to scattered. They also moved a bit higher as well.

Most everything checked out and I went inside to find Jenny. She was at the desk.

I asked if 2 working fuel gauges were required. They both said 'yes'. I knew that.

They asked if it was the left gauge and if it was all the way at the bottom. I said yes. It did display, then went to 0. They said it would display if you tapped on it.

I said the tanks were almost full so it wasn't a problem. They said even so, if it wasn't working, the plane is not flyable.

Jenny and I headed out to the plane and I checked the gauge. It did display fuel, then went off, then came back on. It was sort of working.

I started the plane, checked the weather (it was reporting wind from 330 at 10).

I pulled out and taxied down towards runway 26Right. While still on the ramp, I did my run-up and when I was ready, called Ground and said I was at Air Associates, with India, ready to taxi for departure to the southeast. Ground cleared me to 26Right via Echo. I acknowledged and headed for the runway.

At the hold short line, I switched radio frequencies and called Tower. I said I was at 26Right, ready to depart.

Tower cleared me to take off, left turn out approved. I acknowledged, rolled onto the runway, and took off.

The longest leg of this flight is only 21 miles so there were a number short legs.

As I was climbing out, I told Jenny that I had forgotten something. She asked what. I said to enter the flight plan in the GPS. She said she would do it while I flew the plane.

I flew around the old terminal and took some pictures before heading for Downtown Airport.

Due to the time contraints, I planned on doing 2 touch and gos at each airport. If I had time, I planned on doing extras back at Spirit. If I did 11, that would make a total of 2,325 total landings.

I called Downtown Tower when I was about 12 miles out. They told me to report left base for runway 30Left. I was surprised since I had to enter a left downwind before turning left base.

I came in, reported left base, was cleared for the option, and did 2 nice touch and gos, barely a chirp on touch down.

Flaps and power and I was back up. I went around and did 1 more nice one before departing to the north.

As I was climbing up, I called Tower and said I would like to depart to the north. I got no response.

I waited a little then called again and this time they acknowledged and I turned right and headed towards Alton 20 miles away.

10 miles out I called Regional Tower and said I was 10 to the south, with November, inbound for touch and go. Towere cleared me for the option, straight in to 35. I acknowledged and adjusted my heading so I was lined up better with the runway.

Normally you fly a pattern so you reduce power and put in flaps as you go around, on a straight in, these are all changed.

I ended up coming in a little high and fast, but got down and touched down nice and smoothly.

The DirectTV Blimp and the 'Sentimental Journey' a B-16G were parked at the airport.

My second touch and go was a little bumpier. The winds were a little gusty so when I got close to the ground, I had to work a bit to keep things centered.

The problem with this leg was that when I reached the VOR, I would turn southwest towards the water towers at VPEDZ. The problem with this is I would be flying past the end of runway 27 at St Charles Muni.

Since I had to stay below St Louis' Class B, (1,700 feet), I would almost be at traffic pattern for Muni.

As we got closer to the VOR, another plane reported landing at Muni. I listened to make sure there wasn't any other traffic in the area.

When I was past the curve of the Class B, I turned towards the water towers a bit early. This kept me a little farther from Muni.

I was flying to the water towers to allow me to get on the right side of Creve Coeur Airport (1H0) so I could enter a left downwind for runway 34.

There was another plane, a blue citabria, landing on the grass, 34. This confused me since the grass runway is 07/25.

It turns out they were landing on the grass parallel to runway 34. He did it 2 more times while I was in the area.

I reported my downwind entry, left base and final before touching down on runway 34.

I keep ending up high and fast and have to push the nose over to get down better.

I reported airborne off 34, staying in the pattern, left traffic, Creve Coeur Traffic.

I did 1 more touch and go, this time I mananged my altitude better and touched down nicely.

When I was sure the citabria was not going to be a problem, or the other 2 planes taking off, I switched radio frequencies and called Spirit Tower.

I said I was 7 to the east, with Juliet, inbound for touch and go. Tower told me to Ident. I couldn't find the button so Jenny pushed it for me.

He told me to make straight in for 26, report 2 mile final. I acknowledged and looked for the airport.

Tower cleared me for the option, and asked if I had the other traffic in sight. I acknowledged cleard for the option 26Right, helicopter in sight.

It surprises me that helicopters fly patterns, but they do. I guess for practice.

I did 2 more touch and gos before telling Tower this would be to a stop, parking at Air Associates.

Tower cleared me to land and slowed down to stay behind the helicopter that was flying directly ahead and slightly below us. I had to dip the nose periodically to keep it in sight.

I made my turns to base and final and touched down nicely just past the numbers. I let the plane slow and as I was turning off at the taxiway, Tower cleared me to the ramp via Echo, stay on the same frequency. I acknowledged and headed in.

While I took my blood sugar reading and cleared out the plane, Jenny tied down the right wing and tail.

I told her the FAA wants me to keep my blood sugar between 100 and 300. The current reading was 101.

I got my bill, told Paul and Jenny I would see them on Tuesday, and headed for home.