20031002032899I

(-23) On October 2, 2003, I, glenn radler (a student pilot @ cfa based @ cdw) rented a Cessna 152 for solo flight practice at approximately 8:00 am local time. I was cleared for departure from cdw at approximately 8:25 am local (note: radio working acceptably). Upon satisfying my personal flight goals for the am, I departed the area in which I was training (lake hopatcong, NJ) for cdw at approximately 9:40 am local. I promptly tuned the radio to the ATIS frequency for cdw (135.50) and began a descent from 4500' to 2500' MSL. My interest turned toward the radio as I approached the reporting point (boonton reservoir) after not hearing any ATIS broadcast. I confirmed the correct frequency, switched headphones to the right seat station, and finally flipped on the cockpit overhead speaker with no positive outcome. My assumption at that point was that they weren't broadcasting ATIS information at that time. The aircraft was now over boonton reservoir at 2500' MSL and I slightly adjusted my course for the second usual aircraft navigational landmark referred to as "square lakes" as I dialed in the tower frequency of 126.50 on the radio. I attempted to radio the tower several times on the proper frequency to no avail. As I approached the airport I recalled from the outbound ATIS that runway 4-22 was closed for repaving, so I adjusted my course for the lincoln park water tower to line myself up on the downwind for runway 27. During this time, I again tried to contact the tower by using the left seat station, as well as the spare mike finally resorting back to the left seat station when those solutions didn't remedy the problem. Up to this point I had observed no other traffic around me. When the aircraft was abeam the tower, I distinctly heard a readback of my tail number mixed in with the static I was hearing in my headset. At that point, I assumed that they saw my aircraft in front of them, or heard my last transmission. Although I broadcasted my intent to land on runway 27 several times; however, I never heard another transmission from the tower. I looked intently at the tower for a light gun signal, but there was none. I extended my downwind as I looked for any other traffic (not only for collision avoidance, but to confirm that I was landing in the correct traffic direction). I turned base approximately 3 miles from the runway and continued to look for traffic. When I was lined up with runway 27, I did not feel comfortable landing not first seeing any aircraft land (again to confirm correct landing direction). At that point, I circled several times and slowly climbed to about 500' over pattern altitude (approximately 3 mins). I reached for my cell phone and began to dial cfa's # when I heard one (and only one) clear transmission clearing another tail # to land on 27. At that point, I looked up and saw an aircraft turning downwind to base for 27. I rolled out on runway heading, and followed the only aircraft I observed in the pattern in for a landing allowing for adequate room and scanning the tower for any sign of a light gun. Upon touchdown the other aircraft had been clear of the runway for approximately one half a minute. I landed, and turned off the runway on the same taxiway the previous aircraft had. Upon being clear of the runway, I turned to the ground frequency to obtain a taxi clearance back to cfa with the same unsuccessful outcome. As I looked up to the tower for a light gun signal (there was none), I noticed a landing aircraft (a twin w/at least 40% of it painted blue). At that time, I decided to follow the other aircraft (that had landed previous to me) back to cfa. As an additional note, solo policies @ cfa prohibit students from landing at other airports without previously being signed off rendering my landing at an uncontrolled airport in the area not an option.