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  #11  
Old 05-19-2013, 06:31 AM
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DanH DanH is offline
 
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Quote:
Originally Posted by N546RV View Post
A couple comments have been made about getting familiar with flying in certain regimes, and that's on my to-do list as well.
That's right. Find an uncontrolled field about 5000 feet long and space two big dots on it. Get a local auctioneer to chant on the radio. Recruit a few friends (like 10 to 15) in aircraft with wildly different approach speeds. Have them fly small tight patterns with you, landing on various dots at random regardless of what the auctioneer says. One or two should occasionally shortcut the pattern, diving for your dot. A few should randomly park on the runway and make funny faces at bystanders. Draw straws to see which one gets to fly through the pattern crossways. It's the easy job
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  #12  
Old 05-19-2013, 07:04 AM
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Thumbs up My 2012 flight to Oshkosh

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Originally Posted by Caveman View Post
Read and understand this thread and you'll be fine. It was made a sticky for a reason....

http://www.vansairforce.com/communit...Flying+Oshkosh

Make sure you use the 2013 version of the notam. Jeff Point's link in post #1 tajes you to last year's version.

Joe
An update to my July 13, 2012 post in that thread is that I did indeed stop overnight at Dekalb, Illinois. In my 172, I departed at 5:45 AM and easily arrived at Ripon just before 7:00 AM. I saw no other aircraft all the way from Dekalb until touchdown at Oshkosh! The controllers at Ripon told me I was the second plane on the Ripon arrival. This was on the first day that the Ripon Arrival was in use.

Having a second pilot is a plus, almost a necessity, if you get to Ripon in a crowd. Study the 2013 NOTAM, plan your flight with possible deviations, and have fun. It's a great experience just to fly your airplane there.
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Last edited by rv7boy : 05-19-2013 at 07:08 AM.
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  #13  
Old 05-20-2013, 10:55 PM
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N546RV N546RV is offline
 
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You know, as I sit here going over the NOTAM, the arrival procedure really doesn't seem that complicated. I've got Google Earth pulled up to get a feel for the landmarks, and everything seems to flow pretty logically.

Granted, I'm sitting here at home, not flying in close proximity to eleventy billion other aviators...

Really, I feel good about the arrival basics. Still need to get a feel for local alternates and their vicinities for backup plans though...
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  #14  
Old 05-21-2013, 04:36 AM
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Default Daaaan!

Quote:
Originally Posted by DanH View Post
That's right. Find an uncontrolled field about 5000 feet long and space two big dots on it. Get a local auctioneer to chant on the radio. Recruit a few friends (like 10 to 15) in aircraft with wildly different approach speeds. Have them fly small tight patterns with you, landing on various dots at random regardless of what the auctioneer says. One or two should occasionally shortcut the pattern, diving for your dot. A few should randomly park on the runway and make funny faces at bystanders. Draw straws to see which one gets to fly through the pattern crossways. It's the easy job
...you oughta be ashame a' yo'sef, boy! Skeerin' him like dat!

Best.
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  #15  
Old 05-21-2013, 06:15 AM
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I think the most dangerous part is getting to Ripon. Once you're there, everyone should be on the same program. I use a sterile cockpit rule when I start getting close to Ripon and everyone is awake and alert and looking for traffic. Remember, you generally don't talk on the control frequency. They talk to you, and you rock your wings.

The other thing I've always done is plan to arrive at OSH with a generous reserve. When I flew my AA-1B, that mean a half tank. Last year I flew with my friend in his Bonanza, but we still had about a half a tank of fuel at touchdown.

Flying in is half the fun of going to AirVenture.
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  #16  
Old 05-21-2013, 06:57 AM
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Quote:
Originally Posted by Nihon_Ni View Post
I think the most dangerous part is getting to Ripon. Once you're there, everyone should be on the same program. I use a sterile cockpit rule when I start getting close to Ripon and everyone is awake and alert and looking for traffic. Remember, you generally don't talk on the control frequency. They talk to you, and you rock your wings.

The other thing I've always done is plan to arrive at OSH with a generous reserve. When I flew my AA-1B, that mean a half tank. Last year I flew with my friend in his Bonanza, but we still had about a half a tank of fuel at touchdown.

Flying in is half the fun of going to AirVenture.
Yeah, I can see that. The sentence that goes something like "At Ripon, find an aircraft of similar speed to follow" sounds deceptively simple.

Fuel reserve is definitely on my hit list. My rough plan is to stop for fuel about 1.5-2 hours out of OSH; that'll almost certainly be an overnight stop for us. That'll put us flying the final leg early Saturday or Sunday morning and arriving at Ripon with at least 2.5 hours of fuel.
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  #17  
Old 05-21-2013, 07:21 AM
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Sorry, didn't read all the previous posts. But in addition to all that slow flight, landing on the dot, follow the guy ahead, etc. DO NOT forget to look downwind when turning final. Had a Citation cleared to land straight in directly into our flight landing same runway, same time last year. Fortunately, one of the guys in the back of the flight heard the clear to land given after ours, spotted the jet on final, and called for the jet to go around. No bent metal, but was pretty sporty - even by Oshkosh arrival standards.

And like someone said above, getting there is half the fun!

Last edited by Low Pass : 05-21-2013 at 07:34 AM.
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  #18  
Old 05-21-2013, 08:42 PM
Spindrift Spindrift is offline
 
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Default Practice

Before I flew in to Osh, I went to the closest busy training airport (HIO) and did multiple laps with the mostly foreign students flying huge patterns in 152's. It was great slow flight practice. The biggest learning was actually not to over accelerate on a go-around, which won't be a problem if you're in a spam can, but can be tough in an RV. Last year a CFI friend flew my RV in to OSH and was behind a Cub from Ripon at 70 knots the whole way.

I ended up giving 2 different Pink shirts (FAA controllers) rides in the RV through the Ripon arrival. I highly recommend that if you are able. Creates HUGE good will and was great practice for me.
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  #19  
Old 05-21-2013, 09:56 PM
rockwoodrv9 rockwoodrv9 is offline
 
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I think that is a great idea. Letting a controller see how fast the RV's are will give them a much better understanding of how to space them coming in and departing. I don't believe too many of the controllers at the show do not know how the RV's fly, but in some other parts of the country, they hear "Experimental ....." calling in, and they may think flying lawn mower!


[QUOTE I ended up giving 2 different Pink shirts (FAA controllers) rides in the RV through the Ripon arrival. I highly recommend that if you are able. Creates HUGE good will and was great practice for me.[/quote]
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  #20  
Old 05-23-2013, 06:36 AM
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G3i Ignition G3i Ignition is offline
 
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Default Flying into KOSH for first time

My procedure into KOSH
1) Study the arrival Notom. I copy the pages that pertain to my type of arrival. I do keep the book on hand. A cheat sheet so that when you memory brain fart happens you do not have to go back to the booklet and search, Fly the plane.
2) I have always flown in on the war-bird arrival/ high-speed altitude, your RV is fast enough to maintain the minimums. This way you do not get caught up in slow flight S-turns. Usually less traffic.
3) Good to have a passenger for that extra set of eyes and ears.
See ya there
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