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07-27-2013, 05:12 PM
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Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
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Quote:
Originally Posted by sjhurlbut
This does not match my experience flying in Oshkosh. They want all aircraft at the same altitude before to initially get to Ripon. Very dangerous arriving there higher and then descending.
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Actually, as already mentioned in this thread, the NOTAM specifically describes a procedure for flying the Ripon/Fisk arrival at a higher speed and altitude IF you are unable to fly at 90 kts.
__________________
Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.
Scott McDaniels
Van's Aircraft Engineering Prototype Shop Manager
Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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07-27-2013, 05:40 PM
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Join Date: May 2005
Location: Santa Barbara, CA
Posts: 1,324
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Quote:
Originally Posted by flyeyes
All my Baron time is in a B55, but as I recall 90 knots is at least 20 knots below the blueline, and even below Vmc and Vsse. It is around 1.2 Vso.
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In a B55, 90 knots is above Vmc and is 1.3+ Vso. Yes, you are below "blue line" but you are not in a V1 cut condition. Losing an engine at 1000 AGL is much simpler than on takeoff at 50 feet. Besides in this example, I would prefer to lose some altitude while dealing with a failure and turn out of the conga line rather than climbing into the traffic.
John Clark ATP, CFI
FAAST Team Representative
EAA Flight Advisor
RV8 N18U "Sunshine"
KSBA
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07-27-2013, 06:25 PM
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Join Date: Aug 2005
Location: Dallas/Ft Worth, TX
Posts: 5,687
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Quote:
Originally Posted by rvbuilder2002
Actually, as already mentioned in this thread, the NOTAM specifically describes a procedure for flying the Ripon/Fisk arrival at a higher speed and altitude IF you are unable to fly at 90 kts.
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Does that mean the pilot is unable or the aircraft 
__________________
Walt Aronow, DFW, TX (52F)
EXP Aircraft Services LLC
Specializing in RV Condition Inspections, Maintenance, Avionics Upgrades
Dynamic Prop Balancing, Pitot-Static Altmeter/Transponder Certification
FAA Certified Repair Station, AP/IA/FCC GROL, EAA Technical Counselor
Authorized Garmin G3X Dealer/Installer
RV7A built 2004, 1700+ hrs, New Titan IO-370, Bendix Mags
Website: ExpAircraft.com, Email: walt@expaircraft.com, Cell: 972-746-5154
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07-27-2013, 06:56 PM
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Join Date: May 2005
Location: Santa Barbara, CA
Posts: 1,324
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Quote:
Originally Posted by Walt
Does that mean the pilot is unable or the aircraft 
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Sadly, in view of some of the "reasons" offered, it is the pilot. Walt for the win.
John Clark ATP, CFI
FAAST Team Representative
EAA Flight Advisor
RV8 N18U "Sunshine"
KSBA
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07-27-2013, 07:25 PM
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Join Date: Jul 2005
Location: Hubbard Oregon
Posts: 9,035
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Quote:
Originally Posted by Walt
Does that mean the pilot is unable or the aircraft 
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Classic Walt... Classic
__________________
Opinions, information and comments are my own unless stated otherwise. They do not necessarily represent the direction/opinions of my employer.
Scott McDaniels
Van's Aircraft Engineering Prototype Shop Manager
Hubbard, Oregon
RV-6A (aka "Junkyard Special ")
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07-27-2013, 08:11 PM
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VAF Moderator / Line Boy
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Join Date: Jan 2005
Location: Dayton, NV
Posts: 12,256
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Quote:
Originally Posted by dpansier
I was watching the aircraft landing Oshkosh RW27 today, the controller would tell the higher and faster traffic (several twin Cessna) "join the downwind and descend to pattern altitude, follow the low wing ahead"
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The thing about the amazing controllers at OSH is that they almost never lose their patience and just do what needs to be done to move traffic safely. When they are telling people to "descend to pattern altitude" on the downwind, they are really saying "you should have been down there already!"
__________________
Paul F. Dye
Editor at Large - KITPLANES Magazine
RV-8 - N188PD - "Valkyrie"
RV-6 (By Marriage) - N164MS - "Mikey"
RV-3B - N13PL - "Tsamsiyu"
A&P, EAA Tech Counselor/Flight Advisor
Dayton Valley Airpark (A34)
http://Ironflight.com
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