A Wave From Above

March 18, 2012

With five other airplanes in the airport pattern, my CFII and I weren't sure we would ever get in the air. One plane landing after another, we sat somewhat impatiently at the runway hold line. If only we could just cross the runway in use, we could eventually squeeze ourselves in to traffic. Our opportunity came when a plane was on a long final approach. With just enough time to cross, we rolled across the runway and got in line to takeoff. After another plane landed and one took off, it was finally our turn. "x-x-8-2-Golf you are cleared for takeoff. Climb and maintain 2000 fly heading 270," Mark stated as he played the roll of ATC. I repeat his instructions to confirm that I understood.

During the climb, I listen to Spirit Airport's weather and terminal information frequency. After receiving the current weather conditions, it states that the runways in use are 26L (left) and 26R (right). We now have "Information Whiskey." I call up St. Louis Approach and once again they couldn't clearly hear me so Mark took over. The controller vectored us around to line us up for the ILS approach into Spirit's 26L runway. Now with the clearance to carry out the full approach, we contact Spirit's tower to let them know we're inbound. The wind was from our left, pushing us to the right. I continuously corrected for the wind. The two needles on my instrument that guide me to the runway said that I still needed to fly more to the left and needed to keep descending. For some unknown reason, I already felt low, causing me to be overly cautious in my descent. Perhaps it was because I couldn't see with the foggles on in addition to knowing that was was only flying 200ft above subdivisions and businesses. My CFII assured me that I was ok and to trust my instruments. I kept on course then hear Mark tell me to look up. The runway was right in front of my eyes and the plane was lined perfectly with the centerline. That never gets old!

With no need to land, we start our climb. The controller in the tower told us to continue our climb and fly the runway heading. We had to wait for a helicopter to depart the area before we could begin our turn. Moments later, we get the controller's approval to turn right. She tells us to recontact St. Louis Approach and to have a wonderful day. I love working with controllers who are as friendly as her. St. Louis Approach told us to remain at an altitude below 1700ft and continue on our northeast heading.

Shortly after departing Spirit's airspace, Mark asks me an unusual question. "Do you want to fly back with your foggles off?" It caught me off guard and I quickly found myself weighing the pro and cons of flying back under regular VFR (visually- foggles off). "But keeping the foggles on is good practice," "But I would love to look outside and see the city!" I thought to myself. I knew we'd be flying right over my house, so I decided to take the foggles off. I kept trying to guess which highways we were flying over, and I kept guessing wrong. The most obvious things on the ground look so different from the air. Mark knew the area well enough that he pointed out the local mall. I then asked where the library was since I live near it. A mere second later, his finger points to the right as he says, "right over there." "Oh!" I say. "Well then... hey there's my house!" Excitement rushed through my body as I continue on my way and fly right over my workplace. I wave to everyone below. This is the kind of flying that I really like.

We arrive back to our home airport and make it a point to perform some extra landings. Lately, I've felt like I've lost my "touch," so I wanted some help. The Cessna 172 is just an all around bigger, heavier plane, making it harder to land. On final approach I'm still a little too high and a bit too fast. I do my best to correct then pull the power out to idle as I'm over the runway. Mark tells me to level out and to keep it off the ground. My eyes are focused just feet in front of us as I feel like I need to watch the propeller to make sure it doesn't hit the concrete beneath us. Mark tells me, "eyes down the runway. Now gently flare. Keep pulling back. Let the airspeed die." The wheels touch down. "Not bad," I say. "One more try?"

Now on our second time around the airport pattern, I focus harder on my speed control. I turn onto the base leg and drop a second notch of flaps. Maintain 75 knots. Turn onto final, more flaps, 65 knots, line up with runway centerline. This one is already looking better. Power to idle, glide it in, level out, look farther down the runway, slow down, flare. Now that was a soft landing! I'm now determined to make every landing that nice. I just have to wait six days to try again...

Flight Log to Date
Hours flown: 106.8