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Flying into OSH? Required Reading.

sprucemoose

Well Known Member
With the big show just a few weeks away, many of you are no doubt already making plans to attend. For many, it will be your first trip. I encourage everyone who feels up to the task to do it- you can’t beat the feeling of accomplishment that comes from successfully arriving at the world’s busiest airport in an airplane you built yourself.

That said, I have compiled a list of required reading materials. Anyone flying in for the first or twentieth time should take the time to read all of them. You’ll no doubt learn something, and it will make the experience better for you, and for everyone else at the same time.

1. The OSH arrival NOTAM. This is the starting point. If you read nothing else, then read this, and carry it with you in the cockpit.

2. Rick Durden’s Avweb column from 2001. He wrote this in response to his experiences at Oshkosh 2001. This is quite possibly the best piece of aviation journalism I have ever read. You should all read it too. Some of you on this forum may recognize yourself in his writings, if so take it to heart.

3. Mike Kosta’s recent RV-List post about flying into Oshkosh. Mike is my counterpart in Antique/Classic (RV-4 driver) and has a lot of good things to say. If you want to read more, and I mean a lot more, try doing an archive search on the RV-List archives. There are almost 20 years of collected wisdom in these archives. Try a search on “OSH” for starters.

4. An article that I wrote for the summer 2004 RVator, about ground operations at Oshkosh. Just because you’ve got the mains planted on the orange dot, don’t think you’re home free. You need to be up to speed on how to get around on the ground. As one of the guys in charge of RV parking at Oshkosh, I’ve seen some real stupid pilot tricks. Please don’t try to show me anything new.

And, most importantly, please be safe. Keep your eyes peeled and your wits about you, and you'll be fine.
 
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Thanks ... they were all good reading.


Just another note... READ THE NOTAM!!

Last year was our first year into OSH ... on approach we heard a 172 call 10 miles out to the tower, he didn't even know the air show was going on :confused:
 
NOTAMs

Great info, Jeff. I can't wait to fly into OSH in my 8! Maybe in '08! :) I hope to be at OSH one way or another next year, and I'd like to volunteer. Perhaps I'll see you then. Have a good one!
 
I had to read Rick's article again. Very powerful!! I guess it will have to suffice to alert us good and caring pilots to the idiots out there. They will not likely read or adhere to the good advice presented. Lord knows we all see and hear them all the time. Let's hope some of them either get the date confused or land in another state at a deserted airport.

Roberta

Get that NOTAM and READ IT!!!!
 
More good practice for OSH

Something else you can do to get yourself ready for OSH... practice your slow flight!! Make sure you can fly your RV at 75 - 80 mph for extended periods of time. At least 10 -15 minutes. The first time I few into OSH I was behind a Cessna MixMaster, EASY to follow. The second time I was behind a Champ who could barely make 80. It was all my buddy and I (he was in another plane) could to keep from eating that Champ alive!

The controllers on the ground are SHARP and will see this. Just listen to your radio. Follow instructions. It will be the easiest fly-in you ever flew in!
 
oshgosh

On our first trip to Osh our 4 ship checked in and was told to rock our wings to acknowledge a transmission. Well if you've ever been in a close formation and then have all 4 of you rock your wings you havent lived. Best to pre-brief any multiple ship arrivals beore you get there.
Guilty as charged :eek:
Tom
 
Jeff ?s article is excellent and does a great job of summarizing the key points to make landing and parking at OSH a safe and memorable occasion. I would like to re-emphasize a couple of points based on five years of being one of the targets on the ground (Flight Line Operations Flagmen).

Read the NOTAM carefully especially regarding Rwy 9/27 which are generally preferred for landing general aviation planes unless traffic and/or Wx dictate otherwise . The TOWER decides the runway assignment in all cases. An excerpt from the NOTAM----

?After landing and when speed permits aircraft under 6,500 lbs are required to exit Runway 9 to the left or right, as directed, onto the sod. DO NOT TURN BACK ONTO THE RUNWAY. Be alert and use caution for hazards marked with cones or flags.

After exiting runway, put parking/camping sign in windshield and follow the EAA flag person directions to parking/camping area.?


This applies to Rwy 27 as well.

First, if using 9/27 you WILL be turned into the grass for taxi (except in rare cases). Follow the flagmen, and show your destination sign, 81/2? X 11? preferred. If we are not sure where you want to go (have no sign) we will send you where we THINK you would want to go. For RV?s etc this is usually homebuilt parking?. but not always the case. On more than one occasion this has resulted in six mile taxi?s! Sorry.

Second, once you are pulled from the grass taxiways you will be on large hard surfaced taxiways? that are OFTEN two way traffic. I know we are all taught to keep the center wheel on the yellow line at all times? NOT at OSH! Watch the Flagmen, they will indicate if you are to stay to the right, generally by pulling you with BOTH paddles on the side of themselves they want you to use, or by pointing to the yellow line then ?pushing you over? with the paddles. We always try to use standard signals, but in a pinch we will improvise!

Third, when taxiing be prepared to share your space with the Big Guys, it is very common for us to hold you for minutes at a time while we bring out P51?s, T-6?s, B17?s even F16?s etc. The Flagmen are all well aware of what the prop wash (jet blast) from these guys can do to an RV much less a Cub! Please be patient with us even if you don?t understand why we are holding you.

And fourth, please don?t run over the flagmen? I?m getting old and don?t run as fast or bounce like I used to! Have a safe and wonderful OSH experience, maybe I?ll see you on the line!

Larry
 
90 or 130 ?

If you have flown into OSH in your RV, which line do you prefer ? The 90kts or the 130kts.

I'm interested in the pros and cons of each since I'm planning to fly my RV-4 into OSH this year.
 
Wicked Stick said:
The 90kts or the 130kts.
The Notam clearly spells out thar the 130 kt pattern is for those aircraft which cannot use the 90 kt pattern, not for those who don't feel like it. I have heard arrival controllers in the past scold aircraft (like RVs) in the high pattern and order them to get down to 1800 ft and 90 kts. You may get away with it, be be prepared to fly the 90 kt pattern if neccessary.
 
Wicked Stick said:
If you have flown into OSH in your RV, which line do you prefer ? The 90kts or the 130kts.

I'm interested in the pros and cons of each since I'm planning to fly my RV-4 into OSH this year.

I've used the lower pattern both years that I went. Why? Because I can cruise cross country at almost 200MPH and then slow it down to Cub speeds in the pattern. That's right, because I can!

I have heard of RV's using the higher pattern but never heard whether they got in trouble for it or not. I don't have as much OSH experience as others but both times I've been there I've found the controllers to have the patience of Job. They are there for the same reason you are, they love it! These guys are the cream of the crop and are extremely professional. I've only heard them get upset when someone does something REALLY STUPID. I don't think you'll fall into that category. :)

In fact, if you run into an ATC guy (pink shirt IIRC) thank em for the great job!
 
Larry,

Glad to see there's another human traffic cone on the forums. You work for Flight Line Oops? Where abouts? I was just up at Oshkosh last week and talked to Jim Casper about getting us some more fuel truck cones. This thing is getting so close I can taste it.
 
svanarts said:
In fact, if you run into an ATC guy (pink shirt IIRC) thank em for the great job!


Scott, I plan to do just that.. and not just the pink, but all the volunteers I encounter while there. They do a great job and are very worthy of everyones appreciation.
 
Jeff, yup, I work for Jim Casper. Never know where I'll be, often on the Point, the Turn or the Intersection. I'll stop by and chat with you when I get a chance. Counting down the days..... "FLO, We Play In Traffic"

Larry
 
Thanks for all the info Jeff, as well as all the work you do during the convention.

Any days to avoid flying in if it is your first time? I have heard that the Sunday before the show starts can get a bit hairy.


N782P will FINALLY be there!!! :D


Regards,
 
Kneeboard Format of NOTAM

If anybody is interested, I have kneeboard formats for the AirVenture NOTAM. One kneeboard for prep (the things you do before you fly, whether it is to or from Oshkosh), another for Arrival and another for Departure. I've used these for the past few years and upate them every year (they have been updated for 2007). Of course, it is mandatory that the NOTAM be read cover-to-cover but, once you've done that, the kneeboard formats distill the NOTAM to a checklist that can be used when flying, in chronological order. Send me an email if you want me to mail these to you. They are in MS Word format (print them landscape mode and fold the pages); feel free to tailor them to your own needs and share them with others.
 
sprucemoose said:
The Notam clearly spells out thar the 130 kt pattern is for those aircraft which cannot use the 90 kt pattern, not for those who don't feel like it. I have heard arrival controllers in the past scold aircraft (like RVs) in the high pattern and order them to get down to 1800 ft and 90 kts. You may get away with it, be be prepared to fly the 90 kt pattern if neccessary.

Perhaps the notam changed from previous years, but it's 135 knots for 2007 if you can't handle 90. Certainly there has to be a provision for a faster aircraft but this can be a mess from Fisk to the airport using the same route.

Last year after being cleared from Fisk to 36R behind a slower airplane, a significant gaggle of RV's came roaring across the top also headed for 36R. They descended in front of at least 2 airplanes who had to manuever to make room for the flight which may have been 8 or more aircraft. It all worked out but for a time it looked like the pattern would get extended to the south or someone would have to break it off. Maybe the controller at Fisk planned it that way but it sure jammed up the airpspace on base leg.

The notam does not address the merger of 90 knot and 135 knot aircraft or formations and solo aircraft after Fisk. As always, hang loose, keep your eyes open, watch your airspeed and don't run into anyone. :)
 
painless said:
Any days to avoid flying in if it is your first time? I have heard that the Sunday before the show starts can get a bit hairy.
Jeff, can't wait to see it with paint on it.

Yes, Sunday is THE busy day for arrivals. Most of the horror stories you have heard (for the past few years anyway) were from Sunday arrivals. Being as close as you are, you could make it by early Sunday (before 10AM or so) or wait until Monday, but I'd avoid Sunday after 10AM if you have a choice.

Of course, this is Wisconsin, so it could snow on Sunday and screw it all up.
 
no pilot left behind

Tip: Keep your eyes open for the pilot who did not read the Notam. The controllers don't send him away to read it and will try to fit him in, adding to the excitement of the moment.

No BBQ for me this year,
Steve
 
REALLY, no big deal!!!!

Every year our parade of RVs head to OSH from NM, TX and KS and we stay at a small town 25 miles West of the airshow. Every morning we get up and get our planes ready and fly to OSH, then that evening fly back to our strip 25 miles out West. For us part of the fun of Airventure is flying in and out of OSH and NOT DEALING WITH THE AUTO TRAFFIC! Yuck! The biggest challenge or threat is the initial convergance at RIPON where one needs to be really head-on-a-swivel and checking in all directions-one reason why our 'formation' breaks up into a single file line prior to this point so all eyes are looking around and providing mutal support rather than all but two locked on 'lead'.

Long story short, MOST pilots are well aware of the conflicts of arrival, approach speeds and altitudes and well versed on published procedures. Think about it, there are over 12,000 planes on the ground at OSH, pretty good work overall! There will always be that one or two or twenty that get all the press for being dorks but by and large, really professional and, well, easy, and VERY FUN!

So get out there, be alert but don't fret! I've escorted numerous 'OSH virgins' since my first EAA Fly In back in 1984, and everyone has had a blast so....go for it! And see you in the RV parking area!
 
Thanks for all the advice/encouragement folks. 10 years ago I stepped up to the Van's booth at OSH and ordered my empenage. My flying in this year is sort of a homecoming. I am sure I will get a bit emotional once the wheels are on the ground. At least for a second until Point starts waving his arms at me!! :p


Fly safe and I'm buying the first round!
 
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I would like to throw my 2cents worth in here. It is very important to have all notams on board, with ALL freqs on a seperate page, in memory in the radio if available.

Slow flight is a must to practice, I remember going into Arlington wa. one year and the plane ahead of me was told to land at the first intersection, yes they do that, and I was to land on the numbers. Well as I got down to the numbers the plane in front of me landed on the numbers, I moved over to the right and landed right next to him. So much for people listening. Thing is, not only do you need to be able to fly slow flight at TPA but be able to move over in the flair or close to it without thinking about it.

How do you do this, simple, if your airport lets you, get cleared for the option and hold off on the runway at just above stall and run the center line, when you have that down, start going from left to right on the runway in this same configuration. I do this quit well with the kitfox and I can keep the wings level to boot. Lots of rudder and whatever it takes with the ailerons. This gets a little more tricky when you have a cross, but still can be done. Once you get the slow flights down, than airshow arrivals are much less of a stress, and turn into fun.
 
spot landings too

Maybe practice your spot landings too... aiming 1/2 way down a 6,000' runway looks different for sure.

As an example, a friend of mine told me he was landing on a 9,000 foot runway with an airliner holding #1 for takeoff. His destination was at the far end of the runway and he tried to land long to expedite, but he only ended up landing about 1,000' long and then had another mile to taxi. He said his brain just would not let him do it...you know, you practice something a 1,000 times and that's what you'll do. Isn't the saying, practice doesn't make perfect, practice makes permanent.

Anyway, just a little more food for thought.

Fly safe!

-Jim
40603
 
One of the best things you can do is find a busy class D or Class C and go practice. Ask them to throw everything at you. My final practice for the big arrival was over an hour of flying at Savannah at "rush" hour. I had holds, go arounds, left and right traffic patterns and also had the luck of having the runway headings oriented exactly like Osh. Practice everything. Even if it's not your first time flyiing in it may be the person in front of you first time in and he might not do it right and can leave you in a very bad position. Practice flying as fast you can and slowing down to pattern speed as fast as possible. I didn't read about that anywhere beforehand but that was the position I was put in. I arrived at Fisk going as fast as I could go and was asked to maintain that speed until 2 miles from the runway. I was going 184 knots at the time. Much of the advice given above is spot on. Practice everything and expect the unexpected.
 
OSHKOSH arrival and departure videos...

For those of you flying in for the first time and would like to see and hear what it was like on my second trip flying my RV-9A in 2006, I have videos posted online for you via this URL:

http://www.n2prise.org/rv9a228.htm#Aug17

This is real time video with sound from the radio and the conversation on my intercom with the pilot in the right seat of my RV-9A. This includes initial approach and then uninterrupted video from Ripon to Fisk to Landing and all taxi operations up to engine stop in the home-built camping area. You can also see the departure and more.

Be sure you have your NOTAM in the cabin ready to show to any flagman on departure. When I departed on my 2005 trip (my first with my airplane), one guy held up his copy of the NOTAM and did not clear me to proceed until I held up my copy of the NOTAM. That year my departure was on 36L with the turn to the southeast to leave the Class D airspace before climbing over Lake Winnebago for my northbound departure to Marquette, Michigan and Lake Superior.

Weather permitting, this year I am going with my oldest son who is a pilot also. It will be his first trip to Oshkosh ever. I have to fly from Chattanooga to Texas on Friday going to Georgetown, Texas to spend a night with my son and his family. We will have an early morning departure for Oshkosh to avoid any scattered thunder storms (like in Florida where I learned to fly).

I have already put several possible alternate routes into my GPS 296. I hope we can get good weather in St. Louis for a flyby of the Arch inside the KCPS class D airspace. I called a controller in the tower there and he said to come up the river and call before reaching his airspace. I have also looked at my digital maps to confirm a suitable flight path to insure proper clearance laterally from the Arch and above local terrain. I also looked at Google Earth to get the bird's eye view of this area since it will be my first time in this region.

I have also put the Field of Dreams in my waypoints over at Dyersburg, Iowa. If we need to divert west going northward, I can do some aerial photography there and over the lock and dam on the Mississippi River at Dubuque, Iowa. The other possibility is to fly that route on the departure from Oshkosh. There are some good fuel prices in Iowa.

The plan via any intermediate route is for an arrival on Saturday afternoon, hopefully not having any trouble with the scheduled mass arrivals on Saturday. We will be in home-built camping again.
 
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I found a C150 to tuck in behind at 8mi. inbound into our class D yesterday. 1/2 mi spacing in trail dragging it all the way home. I guess he had it firewalled at 75kts. Good practice. Complete with rising oil temps and everything. "Georgetown tower, 22C will follow the Cessna that just called 8mi SE, in sight." Long pause, "Uh, roger, 22C follow the Cessna report left downwind runway 18."
 
Flying to Oshkosh? More required reading.

Well, the calendar just ticked over to July. That means two things- 1) Oshkosh is getting close and 2) it's time to dust off this old thread. So, grab a cup of coffee and start at post #1.

http://www.vansairforce.com/community/showthread.php?t=8960

Anyone who is flying into the big show for the first time or the 20th should take the time to do some reading and bone up on not only the procedures, but also the philosophy of it all. Rick Durden's article (man, has it been 10 years already?) is an absolute must read on this subject.

Look forward to seeing many of you in a few weeks. Fly safe and READ THE NOTAM!!!
 
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Thread bump

One final post on this thread to give it a timely bump back to the top. And, a few thoughts.

Over the last few weeks, there has been a great deal of discussion on the subject of safety. Between some recent accidents and the newly formed safety committee, it is safe to say that it has been the dominant discussion over the last weeks, and that is a good thing.

Oshkosh is coming up in a week. Since this thread is about safety (and I suggested to Doug that it might be better moved to the Safety forum) we should take a moment to think about safety in the context of Oshkosh. Oshkosh is the greatest, biggest and most high-profile aviation event on the planet. That means that it also becomes something of an echo chamber, and the effect of any accident or safety breach is amplified many times over. With our particular flavor of aviation under increased scrutiny, the last thing we need right now is a very public black eye in the next couple of weeks. While safety is always important, for the next two weeks it is even more so.

Go back and read the Rick Durden article from post #1. He is talking to you. He is practically yelling at some of you. Hundreds of RVers on this forum are going to fly into Oshkosh in the next couple of weeks. Without any doubt, there are a few of you who Rick is talking directly to, when he suggests that you do an honest self-assessment and decide to drive to the show instead. You owe it not only to yourself and your family, but to all of us who love this hobby, to take a sober look at yourself and your skills.

Does the idea of flying at 70 kts behind a Cub on the Fisk arrival make your blood run cold? Then he is talking to you. You should not be flying in to Oshkosh. Drive in. Enjoy the show. Take pictures. Come to the beer call. Go home full of enthusiasm, get some more dual and experience in your airplane until you are more comfortable, and fly in next year. The experience will be just as great, if not better, next year, when you are ready for it. The alternative is not something that you want to think about, or that the rest of us want to live with.

I look forward to seeing many of you in just a few days. Whether you fly in or drive, the beer is just as cold. Just make sure that you're there to enjoy it. I'd rather raise a beer with you, than raise it to you.

Fly safe and READ THE NOTAM!
 
Great Job!!!

Great post Jeff. Extremely well stated. Sadly, I know of one RV owner that will be flying in that is definitely not prepared. He has very little time on his plane, hasn't flown it in 5 weeks and will not download the NOTAM. He says, "I'll read it on my iPad on the way there and have it on the screen when I get there."

This coupled with the other hundreds of pilots arriving that will be flying one of their 3 cross counties to Oshkosh and we have the makings for a problem.
 
Oshkosh

READ THE NOTAM!!!!!!!! NO EXCUSES........TAKE TIME TO READ THE NOTAM!!!!!! DO IT..........READ THE NOTAM!!!!!!!!!
 
Great post Jeff. Extremely well stated. Sadly, I know of one RV owner that will be flying in that is definitely not prepared. He has very little time on his plane, hasn't flown it in 5 weeks and will not download the NOTAM. He says, "I'll read it on my iPad on the way there and have it on the screen when I get there."

This coupled with the other hundreds of pilots arriving that will be flying one of their 3 cross counties to Oshkosh and we have the makings for a problem.

"You can't fix stupid" sounds appropriate here.....
 
Read the NOTAM!

Print the NOTAM!

Understand the NOTAM!

Print your signs (HBC, VFR, etc.)!

"Fly" the arrival procedure in Google Earth!

Make a list of frequencies you will use, in the order you will use them and have them available. (Program them in your radio, if you can, or train your passenger how to tune your radio, if you are taking someone.)

Program the way points in your GPS, if you can!

Don't talk on the radio, just listen and obey.

Fly Safe!
 
With this heat, and flying slow, are you concerned with the rising oil temps? How do you deal with it?
 
With this heat, and flying slow, are you concerned with the rising oil temps? How do you deal with it?

For the relatively short amount of time you'll be flying slow, from Ripon to KOSH, as long as your oil temps aren't super high, like approaching 240 deg F or higher, I wouldn't worry too much about it. Flying into KOSH very early in the mornings when it's cool, is a good idea too. If your engine is building up very high oil temps very rapidly at low power settings needed for the slow speeds of the low alt pattern arrival to Oshkosh, then you probably want to try to remedy that before you attempt to fly it in there.
 
This year if the FAA ramp checks you and you do not have a current copy of the NOTAM you could be fined $1,100.

Spread the rumor! ;)
 
To expand on that, "stupid usually fixes itself."
Sadly, that's true, and it's exactly the reason why we are under the microscope.

If your friend can't be bothered to read the Notam, maybe at least print out the Rick Durden column and make him read that. He sounds like exactly the kind of person that we don't want at Oshkosh. And, if we really want to move the needle on safety, he is the type that we need to grab around the neck and shake some sense into.
 
Order your Notam now! Three hours left.

Just in case some people have just 'seen the light',
you can call the EAA at 1-800-564-6322 and order
your hard copy of the OSH Notam until close of
business today.

Please do so,
Tom
 
Thread Bump

Oshkosh is coming up in a couple of weeks, so now is the time to resurrect this old thread. Go get a cup of coffee or a beer and start at the first post. Read every one of the articles mentioned. Read Rick Durden's 2001 column twice. He is talking directly to some of you on this forum, so please take his advice to heart.

I look forward to seeing many of you in a couple of weeks. Fly safe and READ THE NOTAM! (and follow it.)
 
S-Turns and Leap Frog to Oshkosh Runway 9

One thing I noticed is that S-turns to maintain separation on the Ripon arrival procedure are "not allowed" in the NOTAM. In the 2001 NTSB report on the fatality involving Rick Durden's friend, the controller had given the pilot instructions to S-turn, so it must have been accepted practice at that time to use S-turns to maintain spacing. I can only assume that because of that fatality and perhaps some other accidents or "near-misses," S-turns are now not allowed, with the alternative being to break out and go back to Ripon.

Of course, it is best if you don't get into that situation in the first place, i.e., being too close to each other, but sometimes it happens.

True confession here: In 2003, everything was going fine from Ripon to Fisk. I was following a Bonanza that kept getting slower and slower. I wondered why, and instead of breaking out and going around the lake to re-join at Ripon, I slowed my airspeed, reasoning that I could fly slower than that Bonanza. (I was in a C172.) After we passed Fisk, I saw the reason for the Bonanza's slow airspeed: a Zenith high wing that looked like he was going maybe 60 mph. Realizing I was getting too close to the Bonanza, I started doing S-turns. As we approached Runway 9 (essentially straight in), the controller told the Zenith to speed up because the Bonanza was getting very close to him. After the controller told the Zenith to land on the numbers, he told the Bonanza to go OVER the Zenith and land on the second dot! I had a ring side seat right behind them and would not have believed it unless I saw it. I was able to land on the first dot after the Zenith cleared the runway. I'm not sure if the Zenith pilot had a clue as to how close he and the Bonanza got.

In retrospect, neither the Bonanza pilot nor I should have allowed the spacing to get so small. It can happen too fast. Be alert out there, and be safe!
 
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Get the 2012 Airventure NOTAM

Make sure you use the 2012 EAA Airventure NOTAM. Jeff's link is for the 2011 NOTAM, and I believe there have been a few changes. ;)

UPDATE: Jeff's link now points to the 2012 NOTAM.:)
 
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Windshield Signs for EAA Airventure

This information is from the 2012 NOTAM:

"Pilots landing at OSH should use a printed sign to designate their intended parking or camping area. The sign should have large dark letters readable from at least fifty feet. It can be hand made or printed from www.airventure.org/atc/arrival_signs.html (no tablet computer signs, please). Display it in the left side of your windshield after landing."

I really like the "no tablet computer signs, please" comment. :rolleyes:

Don't forget to print a Departure Sign, too (VFR or IFR). There's a NORDO sign, but you wouldn't depart "NORDO" from Oshkosh in an RV, would you? :confused:
 
Having flowing into OSH almost every year since 1978, I feel like I can offer a word or two of advice. First, know the NOTAM. It is really easy but you can get confused easily if you are winging it. Second, and I think this is the most important point, don't land at OSH after a long flight. Stop somewhere about an hour out and relax, read the NOTAM one more time, have a coke and bathroom break. Also, top you tanks because almost anywhere is cheaper that Basler. You need to be on your game when you get there and if you are tired and anxious after three or four hours in the air, you are not on your game! There is nothing like having the tower operator tell you to put it on the numbers because a Mustang is about to eat your shorts and will be landing long over the top of you. I've seen it a couple of times in the past. So, know what you are going to do before you get there so you will be able to anticipate the arrival directions and be on your game by being rested and as relaxed as possible. Getting into and out of OSH is really quite simple and easy if you know what you are doing.
 
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