Do you flap to OSH?

[sprucemoose]

Originally Posted by Marc Bourget

Mr. Dye, NOTAMS are NOTAMS but when there's a mile clear in front of the "slow flight" Cessna and, as (DanH) mentioned, not everyone flies down the RR track, "squirting" around the Cessna in something with the acceleration of a RV-6 may be an acceptable move in response to an exigent circumstance.

Are you certain that there is nobody behind you doing exactly the same thing- going around you as you as you decide to pass the one ahead of you? That scenario 1) is very plausible 2) sets up a very dangerous situation and 3) is exactly why passing is not allowed absent ATC instructions to do so.

[Marc Bourget]

Good point, IMHO, that's all part of a mature evaluation of an "exigent circumstance" In my favor, Bubble canopy. I also learned to fly at SNA (John Wayne) in the 70's. I suffer now from Cervical Arthritis from the excessive "head on a swivel" But while I felt the way was clear to pass, I didn't.

Next time, all things the same, I probably would (and should have then!).

This was the guy that cut the two turns at a 45, crossing my nose twice. I wouldn't have stopped on the runway, either.

[ExtraKatana]

Although I have approached Ripon, got in line and caught up (1/2 mile spacing)to less than 90kt planes, the real issues I have run into are when being released from the Rush Lake or Green Lake hold on 3 different occasions. Supposed to maintain 1/2 mile spacing but inevitably there will be some 70kt planes in front of you gumming up the works and compacting the line to where it's just hardly flyable. Although I like the idea of zipping around the Pacer doing 60kts with no-one in front, The only option is to have a LOT of fuel and be prepared to peel off get in line, then peel off again. We are not causing the problems but reacting to them, hopefully not compounding the problem. You can go practice at 90kts and hope for the best, but if you think that's the way it's going to work every time.....it won't.

As tried as the system is, I would hope for a future procedure that brings everyone in that "can't" fly 90 kts at specified intervals. I would happily wait on them BEFORE getting in line. Or let those that can do 135kts go up to 2400. There has almost always been NO-One up at that altitude.

EVERY dangerous situation I have been in on the Fisk approach has been caused by planes flying too slowly when they could fly faster. That's just me. however. This will be my lucky 13th time to fly the approach.

[DSmith]

It would seem RVs should be at 2300 feet and 135 Knots. Even if you don't get behind a air knocker 90 knots is really slow flight practice.

I still have to go practice landing from 1500' AGL and straight in.

[krw5927]

Originally Posted by DSmith

Even if you don't get behind a air knocker 90 knots is really slow flight practice.

Respectfully, I completely disagree. While it's fun to brag about how fast RVs are, even your 7 stalls WELL below 90 kts clean. Go fly at 90, 80, maneuvering, spot landing, etc and get comfortable so it's not so much "practice" as "same old".

Sounds like that's exactly your plan. Way to go, and thank you!

[Neal@F14]

I do the lower pattern 1800 @ 90 kts with about 10 degrees of flaps. It's what has always worked for me and I'm comfortable with it. One year another RV that pulled in behind me before Fisk complained to the controllers on the radio that I was going too slow in front of him. (shrug)

[DanH]

I just had to laugh....

Recall my rant (post 25) about RV boobs who use the 2300/135 knot approach from Ripon. Well, I had a lovely run inbound at 1800/90, behind two Citabrias who kept dead on speed. They were sent to 36, and I was sent up the tracks to 27. About the time I passed the centerline for 9, Sky King himself (a 310 Cessna ) descended from the overhead, followed by a Beech 18. Both settled in front of me, making it a little tight, but hey, we'll manage. Then the tower controller ordered "Silver RV, make a left, fly to the river, turn back to 41, then try to re-enter." Why? Twin #3 was a Baron, descending on top of me.

I'm not grumpy about it. That's why the high approach exists. I would not expect a heavily loaded Baron or 310 pilot to accept 90 knots, because it's too near Vmc. At least the Fisk controller was sharp enough to send the twins to 27 where they could get some tower help for a descent.

Naturally, there was no gap large enough to re-enter until we got all the way back to Ripon. So I flew the 1800/90 again. Got 36R, the taxiway, which I liked enough to request next time, if asked. You zip to the end, turn left, and get flagged directly into HBC, all on pavement. In the end, a good deal.

[krw5927]

Agreed, Dan. I got 36R too, and it was great. Fast taxi to the end, keeping the front training wheel off the ground as much as possible, left turn, right turn, and zoom on in to HBC. And good timing to boot - I was only 2 planes ahead of you and got parked between Scroll and Rolivi, with you on the other side of Rolivi. All great folks!

[ExtraKatana]

After a 45 min. hold around Rush Lake.....

"High wing experimental over Fisk, can you go any faster?" (He was about 70KTS)
"Negative"
"Red and White RV a mile from Fisk, Turn left over Fisk go around Rush Lake and Re-Join AT Ripon"

Second Attempt between Ripon and Fisk:
"OK Everyone we're all going to RnWy 27, 36 is fouled"
at Fisk:
"OK folks we've been informed BOTH rnwys are fouled and the airport will be closed the rest of the day."
(A-26 had just landed nose-up on 36)
Got in at 11am the next day after spending the night at FonDuLac.

The moral of the story is......EVERYONE NEEDS TO MAINTAIN 90KTS!!!!