Making the OSH Arrival Safer

"Jay Honeck" wrote in message
oups.com...
As many of you know, this was our 24th consecutive Airventure -- and
our 8th flying in. I've seen the RIPON/FISK arrival from all angles,
both from the ground and in the air, and have seen pretty much
everything that could be thrown at us. Although it's always tense,
due to the proximity of aircraft and the unusual arrival procedures,
the OSH arrival is usually a piece of cake.

This year, however, was different.

snip


I don't ever want to see anything like that again, so, here are my
suggestions to make the EAA Arrival Procedures safer and easier next
year:

My rule, after experiencing a "bad" hold at SnF once upon a time is that I
*don't* hold. I'll fly away and land at an outlying airport before I'll
engage in a dogfight with dissimilar aircraft and pilots.

1. Add an LSA Arrival Procedure.
snip
We need a third speed/altitude, just for slower planes. For 2007 I
suggest adding an "LSA Arrival" at 70 knots, and 1800 MSL, to keep
these slow-pokes out of the bunch. This will make things MUCH safer
for the majority of pilots. Keep "GA Arrivals" at 90 knots, but move
'em up to 2100 feet, and bump the 130 knot "Fast Mover" arrivals up to
2400 MSL.

Lots of aircraft can use a slower arrival procedure. Any of the 2 seat
Cessnas, Luscombes, Aeroncas, most of the vintage biplanes, etc. could
easily fly a 75 knot arrival. That would eliminate the issue of somone in a
Commanche (or whatever) getting stuck behind a slow mover. Been there,
done that.


2. Stop the "Keep in Tight" Commands.
Every year I've landed on Rwy 27, the controller spends most of his
time admonishing arrivals to "keep it inside the blue water tower" on
downwind. This always results in a "Corsair approach" to land, meaning
that you're banked steeply in a constantly descending right turn all
the way to touchdown.

Face it, everyone is loaded at (or beyond) gross, it's hot, nerves are
frazzled, and then you're forced to perform an abnormally tight pattern
to land -- all (apparently) for the convenience of the controllers. I
didn't see it, but the guy who stalled and spun in was performing this
arrival, and it's tough. (We landed on Rwy 36 later, which is a much
simpler -- and safer -- approach.)

IMHO, there is no reason for this to happen. If the pattern gets a bit
wider, who cares? Pilot safety should be paramount, not controller
convenience. If they're worried about the pattern expanding beyond
their ability to see from the tower, they're just gonna have to move
their butts out onto a flat-bed, just like FISK.

Keep it tight does have benefits. It helps the incoming aircraft stay in
visual contact. A big pattern probably means a higher chance of mid-air
collisions because "that guy" is gonna turn base early, creating problems
for folks flying the bigger pattern.

3. COMMUNICATE Problems.

Agreed. If there is an accident, make an announcement. That way, people
can exit the hold procedure and go elsewhere to hold in the air or on the
ground.

My other comment is that the FAA needs to put people on the ground at
Oshkosh and SnF. Not to check weight and balance or to harass people.
Instead, to follow-up with pilots who make bad errors such as blowing the
arrival procedure or not following tower instructions. In those situations,
the first question is "Show me your copy of the NOTAM". Face it, there are a
handful of idiots out there trying to kill the rest of us or at least
tarnish our good name...


That's it. Nothing earth-shaking, but I feel these three changes would
be easy to implement, and would help make the Oshkosh approach safer
and more enjoyable for everyone.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

In the past, I've sent similar comments to the EAA regarding both the SnF
and Oshkosh arrival procedures. I got a response to the effect of "Thanks
for your input..."


KB

"Kyle Boatright" wrote

Keep it tight does have benefits. It helps the incoming aircraft stay in
visual contact. A big pattern probably means a higher chance of mid-air
collisions because "that guy" is gonna turn base early, creating problems
for folks flying the bigger pattern.

How about putting up a few of those balloons that look like a really small
blimp (like they use for new car dealerships, and grand openings) as points
to turn just outside of, to control pattern size?
--
Jim in NC

OOOOH, balloon buster targets. I get first swipe at next year's balloons.

Jim




How about putting up a few of those balloons that look like a really small
blimp (like they use for new car dealerships, and grand openings) as
points
to turn just outside of, to control pattern size?
--
Jim in NC

2. Stop the "Keep in Tight" Commands.

Keep it tight does have benefits. It helps the incoming aircraft stay in
visual contact. A big pattern probably means a higher chance of mid-air
collisions because "that guy" is gonna turn base early, creating problems
for folks flying the bigger pattern.

I don't mean they shouldn't keep the base turn in close to the runway
threshold-- there's nothing wrong with that, and the "green dot" system
works great to alleviate someone who's in TOO tight.

But the too-tight-to-the-runway downwind is what kills people. They
can't quite get it around on base-to-final, they help it with a little
rudder, they're too slow, too low, too hot, and too dead.

Allow the downwind to loosen up, and you'll save some lives, methinks.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"