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  #11  
Old 05-25-2022, 09:20 AM
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Auburntsts Auburntsts is online now
 
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Quote:
Originally Posted by Roadjunkie1 View Post
Great idea! THANKS! We ground crew rely heavily on those signs to know where you want to be. A hastily-made pencil sign on notebook paper is NOT adequate!! Help us help you get to where you are going!
FYI, the EAA website has a copy of each sign listed in the NOTICE that you can download and print out -- no need to roll your own. https://www.eaa.org/airventure/eaa-f...eparture-signs
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  #12  
Old 07-18-2022, 08:56 PM
h&jeuropa h&jeuropa is offline
 
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The VFR waypoints are defined by lat long, but they are given as a number, for example, (VPENV= 434503N/892856W). My GNC355 takes that as N 43 deg, 45.03 min , W089 deg 28.56 min. Is that correct? Close enough?

Jim Butcher
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  #13  
Old 07-18-2022, 10:08 PM
RV8JD RV8JD is offline
 
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Quote:
Originally Posted by h&jeuropa View Post
The VFR waypoints are defined by lat long, but they are given as a number, for example, (VPENV= 434503N/892856W). My GNC355 takes that as N 43 deg, 45.03 min , W089 deg 28.56 min. Is that correct? Close enough?

Jim Butcher
Those seem to be in the Decimal Degrees (DD.dd) format. In the ForeFlight Web screenshot below, ForeFlight Web is set to use the decimal-degree format and the coordinates given in the Oshkosh Notice overlay the VFR reporting points (except RIPON seems to be off a smidge).




But they should be in the navigation database by their letter identifiers, as shown in the ForeFlight Web screenshot below.

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Last edited by RV8JD : 07-18-2022 at 11:41 PM.
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  #14  
Old 07-19-2022, 04:12 AM
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Dan 57 Dan 57 is offline
 
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they even show up in SkyDemon
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  #15  
Old 07-19-2022, 04:53 AM
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rv8ch rv8ch is offline
 
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Here's the video from last year, seems like the procedure is very similar this year. Those reporting points are very easy to see without having to resort to the EFB, from what they show in the video.

https://www.youtube.com/watch?v=rubPbTVH7RU

Basically stay south of the lakes, listen on the radio, and keep an eye out for other traffic.

Another good OSH video from a guy named Martin.

https://www.youtube.com/watch?v=s3hGAy53uwY
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Last edited by rv8ch : 07-19-2022 at 05:01 AM.
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  #16  
Old 07-19-2022, 06:56 AM
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plehrke plehrke is offline
 
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Originally Posted by RV8JD View Post
But they should be in the navigation database by their letter identifiers, as shown in the ForeFlight Web screenshot below.

I never have liked these reporting points are provided on the GPS. Makes lots of people looking at their screen vs looking outside 100% of the time. It is a VFR approach. Maybe it does keep a few from getting too far off coarse.
Also wonder how many people fly the OSH VFR arrival on autopilot.
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  #17  
Old 07-19-2022, 07:08 AM
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Originally Posted by plehrke View Post
.
Also wonder how many people fly the OSH VFR arrival on autopilot.
It would be awesome if folks practiced enough to hand fly the approach, but they don't so I have no problem with anyone using autopilot if it keeps them on airspeed, altitude, and their eyes out of the cockpit. Someone might counter argue that they have no place being there if they can't safely maintain 1800 and 90 while navigating and avoiding traffic, but my argument is they are gonna come anyway so might as well use all the tools in the tool kit.
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  #18  
Old 07-19-2022, 07:38 AM
lr172 lr172 is offline
 
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Originally Posted by Auburntsts View Post
It would be awesome if folks practiced enough to hand fly the approach, but they don't so I have no problem with anyone using autopilot if it keeps them on airspeed, altitude, and their eyes out of the cockpit. Someone might counter argue that they have no place being there if they can't safely maintain 1800 and 90 while navigating and avoiding traffic, but my argument is they are gonna come anyway so might as well use all the tools in the tool kit.
I would think that AP usage can be dangerous in the conga line. Last year, in the 10, I had to join at Portage and got stuck behind someone that couldn't or wouldn't fly above a constantly varying 75-80 knots (by RIPON there must have been a 5 mile gap in front of him). It was a CONSTANT dance with the throttle and elevator to manage that situation. If the AP was fighting to keep a constant altitude, that can get dangerous REALLY fast when so close to stall speed. Using the elevator to adjust airspeed is critical in that situation. I would NOT recommend AP usage in that situation, unless the pilot understands the need to watch the IAS like a hawk and be quick on the throttle. That also would require practice, as pilots are rarely in that situation (AP pulling them into a stall). Similar to dealing with rotors near the rockies. First time it happened I couldn't believe that I could go from 160 kts to 80 kts that fast.

Each year before OSH, I go out and fly at 80 knots at a constant altitude for an hour. It is a skill that is rarely used and I think anyone who goes to OSH on Sunday without doing it is NUTS. It would be nice if everyone flew the line at 90 knots, but my experience is that it is the exception instead of the rule. Just too many cub style planes where 70-80 knots is very comfortable. I am guessing the mindset is why burn all that extra gas just so the stupid RV behind me doesn't complain?

Larry
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Last edited by lr172 : 07-19-2022 at 08:02 AM.
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  #19  
Old 07-19-2022, 07:48 AM
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Quote:
Originally Posted by lr172 View Post
I would think that AP usage can be dangerous in the conga line. Last year I had to join at Portage and got stuck behind someone that couldn't or wouldn't fly above 75-80 knots (by RIPON there must have been a 5 mile gap in front of him). It was a CONSTANT dance with the throttle to manage that situation. If the AP was fighting to keep a constant altitude, that can get dangerous REALLY fast when so close to stall speed. Using the elevator to adjust airspeed is critical in that situation
There's a time and place for sure and I wouldn't advocate if it's a real cluster. It's a tool, not a crutch, just like GPS. If it can be used appropriately , then I don't have an issue with its use. If you turn it on and simply barrel around oblivious then you are just another hazard that's as bad or worse then the guys how can can't hold their airspeed and altitude on their own or fly with their head down chasing needles.

It's these kind of issues that has had me eschew the VFR arrival for IFR the past few years. IMO the IFR arrival is simply less hazardous when it gets busy.
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  #20  
Old 07-19-2022, 10:25 AM
moosepileit moosepileit is offline
 
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Just keep your eyes outside, the Hun is in the sun!

Last year as I entered Green Lake hold and was starting the turn to the NW, ATC called me out by N# from ADSB to keep coming to Ripon Now.

As Another plane was coming south from east of the NE corner of the hold, wrong way, went belly up to me and cut me off within 12 in N# readable range.

I got to a half mile behind him and just followed the norms. ATC saw my crazy Ivan and it made more sense to them when he was aheadof me at Ripon.

I met Van himself a few years earlier after the Sunday Rwy 9 arrival mess, which he was in, he gave us a ride in his golfcart around the horn from the north hotel gate escape to civilization. Doesn't matter who you are, the other guy botching it WILL be there if you are heads down and inside.
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