So let me get this straight..... you guys think I need to read the Notam? �� Don't worry, I've already read it 4 times so far. I'm surprised more people haven't mentioned the use of autopilot. As was suggested by Scott I would think letting the plane hold the altitude would be a big help. I was planning on that. I will be practicing holding the altitude myself just in case something happens to my autopilot.
So the NOTAM for Oshkosh VFR Arrivals (plural) is over 30 pages long, over 40 frequencies. You read and understand all of it? Good for you. I recommend (and I do) print out (or have digital copy) accessible in cockpit as reference. I tape it up on glare-shield. I like paper, relevant pages (sans helicopter, ultralight, IFR, seaplane, jet, warbirds sections).
https://www.eaa.org/airventure/eaa-fly-in-flying-to-oshkosh/eaa-airventure-oshkosh-notam
https://www.eaa.org/airventure/eaa-...-/media/d9eae4c2f0424ab08a07c8bcd1493472.ashx
I can't count on both hands and feet, fingers and toes how many students or co-pilots said "yeah I read it" regarding IAP, SIDS, TAXI routes.... etc. Have a marked copy in cockpit in case your steel trap memory or iPad has a glitch.
If it is your first time, have a respect,
it is VISUAL. As I suggested before YouTube has pilot posted videos of what FISK and Gravel Pit, RR look like at 1000' agl. You must LOOK out the canopy for other planes and ground references. So if you have a habit of staring at your glass display / GPS don't. This is head on swivel scan then glance inside then back out.
If you are not use to flying in loose trail close to other planes this might not be for you. You can NOT lose sight of the plane in front of you (or pass them if they are too slow). You can't crowd or lag.... If you are coming in with buddy in formation they allow that, but be well practice in formation flying and landing on same runway.
Have a PLAN to do a missed arrival and breakout of the gaggle because it all goes to heck and they turn pilots away, go to hold or get back in line or divert.....
Airport may close due to incident or weather. Have FUEL and alternate airports planned.
I was not at show one year, following ADS-B and ATC communication. The conga line started West of Endeavor Bridge VFR Fisk transition. That is 50 (42NM) airmiles to touchdown. That is about 30 mins flying in trail with other planes.
Again fly the VISUAL landmarks not GPS... THIS IS NOT A GPS ARRIVAL.
Also be ready and flexible. You might plan one runway and land another in the last minute of flight. Often they use two runways, Landing West (Railroad Transition) and North (Fisk Ave Transition) simultaneously. You won't know until Fisk (although you can hear what they are giving other pilots).
Don't make request. Take what they give you unless arrivals are slow with wide spaced. Point is don't get "Expectancy Paralysis". To make this work Pilots have to be flexible, accept changes (last moment) and follow instructions. As most know you NEVER talk on radio unless asked. The only acknowledge is wing waggle over FISK. On ground HAVE a PAPER with requested parking in BLOCK letters taped or held up in canopy to tell Marshaller's where you want to park. Generally they know what kind of plane you are driving and where to park you. However you may have special request. Again no radio.
Marshaller's are not professional ATC and are volunteers, some may not even be pilots, so USE CAUTION following their instructions. They may drive you into a ditch.
Speed control is important. Most RV'ers know fast and faster. Practice slow flight (not that 90kts is slow flight), by flying 90 kts and 1000' AGL (airspace allowed). It is amazing how little power an RV needs to fly slow or get slowed. 90kts is not slow flight but slower than most RV'ers go until they are in the pattern on downwind before dropping flaps. It is 90kts TAS, not 100 not 80... You absolutely can not PASS people.
This is fun and not hard. It is so well organized and the best ATC FAA has are working. It works well, not hard. However there are pilots who are unprepared and unable or willing to follow directions. LAST LANDING... You really need to be able to make a SPOT landing, literally on colored DOT. At Oshkosh two aircraft may land at the same time on the same runway, one short one long or one really long. They may give you near dot and say fly (air taxi) to next dot. So practice low flight level over runway and touch down mid-field (runway length allowing). They also use simultaneously the main runway and parallel taxiway (skinny runway) during convention. Not hard but be mentally prepared to do things you never have done. Have a plan to do a balked landing or break out of arrival if it is not working. It may mean another 30 mins or they may work you back in.... Thus I like to go early in the morning and early in the week. ONCE ON THE FEILD and you want to go for a flight mid-week, have your parking spot, there is a procedure to come in from over the lake, but requires a briefing I recall. 
