Oshkosh arrivals

Morgans wrote:
"Roger" wrote

I got to see "Old Crow" do a landing on one wheel with a 90 degree
cross wind and then try to imitate a "Frisbee" when the right wing hit
the dirt. She was about to touch down when I remembered both cameras
were in the home builder's center.

I remember one year ('99, I think), it was real gusty, wind out of about
270, and Aluminum Overcast was doing an overhead approach to landing on 18.
He got so low, I thought for sure he was going to crash, from hitting the
wing on the ground.

I heard later that he didn't hit the ground, but he was so close, he hit the
wingtip on a landing light and bent up the wing tip. OOps!!! At least he
didn't pile it up!
--
Jim in NC

One year, one of the other volunteers and I were sitting next to the
"MOO-COW" (the trailer the controllers run departures from on the
runway) when Aluminum Overcast was on short final for 27 at OSH.

I turned to my friend and asked if he had ever seen the beginning of
"12 O'Clock High" where the B-17 lands belly up, and if that was war
footage or not?

Alum. Overcast then touches down, loses it, almost runs over the
controller on the far side (who was filming the whole thing, until it
came right at him, then it was sky-ground-sky-ground-sky as he sprinted
away), then almost hit a mixmaster whose crew bailed out with engines
running, and came damn close to smashing into the VOR!

I shut up and didn't ask anymore stupid questions...

True story.
Did anyone else see the Lancasters' colossal bounce when it touched
down on 27?

Made me feel better about my own flying!

Ryan Wubben
Co-Chairman, EAA Flight Line Operations

"Roger" wrote

Ahhh... I'd think the last thing I'd want to do it take some one who
has already proven themselves to be completely clueless turn around
and fly *toward* all those airplanes coming into Oshkosh. If he's 5
SW he's already in the dense traffic with far more coming toward him
than away.

Yeah, you're right, but if he was to assign a lower altitude, than the
approaching traffic, and send him in the right direction, it would probably
be OK.

I just hate for ignorance to pay off!
--
Jim in NC

"Morgans" wrote:
"Roger" wrote

Ahhh... I'd think the last thing I'd want to do it take some one who
has already proven themselves to be completely clueless turn around
and fly *toward* all those airplanes coming into Oshkosh. If he's 5
SW he's already in the dense traffic with far more coming toward him
than away.

Yeah, you're right, but if he was to assign a lower altitude, than the
approaching traffic, and send him in the right direction, it would
probably be OK.

I just hate for ignorance to pay off!

"Kramer: We ought to route him in[to] Lake Michigan, at least we'll avoid
killing innocent people."

(Grabbed from http://rob.kogan.com/humor/airplane.htm)

On 28 Jul 2006 04:18:21 -0700, wrote:


Grumman-581 wrote:
On Tue, 25 Jul 2006 09:14:37 -0600, Newps wrote:
I've never been to OSH, but based on what I've seen at other places the
FAA can't dream of having the manpower available to have a chat with
every pilot that screws up the arrival.

Considering the number of planes that fly into there during such a
short timespan, I think they do pretty damn good... I've flow in and
out of there 3 times so far... A little research (i.e. read the
****in' NOTAM beforehand) and things go pretty good... Be familiar
enough with the various approaches that you can handle the case where
they change approaches on you and you'll do fine... Nothing quite like
the bit of adrenaline rush of being in the flare and then the
controllers asking you to switch to the parallel runway... Oh yeah,
you should also be familiar with your plane so that you can handle
these impromptu diversions...

A couple years back I was in the soup being vectored to the ILS for
36. I was almost to within 30 degrees of the localizer when the
controller said... Oops! Oops! Whatdaya mean, Oops? Looks like the
winds have changed and we'll have to send you back out and around for
the VOR09. Naturally VOR09 was the ONLY chart I didn't find in the
stack. It was still in my briefcase. OTOH by the time they sent me
back about 5 miles south, about 15 west, and back north to intercept
the 27 radial I could have had lunch so retrieving the chart was not a
real problem.

BTW Chicago does the approaches for OSH. The tower only takes over
when you are close in.

Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com


AMEN, Brother!!!!
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

wrote in message
ups.com...



What sort of program does the Experimental Aircraft Association have
in place to reduce the death toll resulting from AirVenture
attendance?

Alot of times, these aren't the sort of things EAA can do anything
about. What can EAA do about a stall/spin on short final? That's been
happening since shortly after the Wright Bros, and I suspect it always
will.
You can make all the rules you want, but showing up unprepared is hard
to prevent. Sanction and punish, sure maybe (but very much NOT likely),
but not prevent.

I just don't fathom how you can fly to this without at least reading
the NOTAM...

Based on my experience flying in I would guess less than 75% even know there
is a NOTAM.

Peter R. wrote:

OK, found the exchange and edited the clip to only contain the relevant
communications for anyone interested in hearing it. Note that the LiveATC
OSH feed is monitoring a few different frequencies, so there are a couple
of sections where some of the ATC or pilot's comms are clipped.


Thanks much for putting that clip together. I have always feared
somehow finding a way to be the stupidest SOB coming into OSH. Now I
see that the competition is far too steep for this to be a valid concern.

Tom

I have always feared
somehow finding a way to be the stupidest SOB coming into OSH. Now I
see that the competition is far too steep for this to be a valid concern.

Tom

THAT made me laugh, I've always had the same concern!

Ryan Wubben

I remember practicing OSH-type landings for a couple weeks , knowing
I was going to be the one flying (and not United) last year. My radio
work has never been the problem, but had I not been with friends who
had been to OSH many times in the past (and flew the final leg )
I would have landed in Appleton and parked there.

But we did the CRM exceptionally well. I was right seat for the last
leg with the frequencies and NOTAM and radio (if needed). Worked out
very well.

I just finished listening to the LiveATC that Montblack posted.
I don't think I've heard anything more foolish or stupid in an
alledgedly experienced pilot.

Painful to listen to.

Shoot, as I was sitting near my computer last night,
it was nearly 10:00 PM, and I had not closed the live ATC link. I heard
someone trying to raise OSHKOSH tower, with no luck, of course. Someone
finally came (from the ground, on a handheld, I think) on and told them that
they were closed for the night. Is that clueless, or what?

I do believe the guy landed, too. We saw one guy swing overhead onto
Rwy 18, LOOOOOOONG after the field was closed for the day....

Others had come in (earlier), announced, and were not where they were
supposed to be, and not following procedures, and the controller asked if
they had checked in earlier, according to the notam. No, they answered. He
fit them in, anyway. I would have told them to climb to above pattern
altitude, and to go to Ripon, land and figure it out. Buttheads!

I agree -- and this would solve a LOT of problmes.

The day of the accident, guys that were ignoring instructions by coming
up the tracks from Ripon were being cleared to land -- while dozens of
guys (who were following the instructions) were holding endlessly
around Rush and Green lakes.

Those ignorant, inconsiderate pilots were completely ignoring the
controller's instructions to enter the hold and were really gumming up
the works -- but if the FISK controller had simply said "Blue and white
high wing, turn left NOW and enter the hold" (instead of clearing them
through to land), the problem would have been greatly alleviated.

As it was, the guys who were holding for two hours were very, VERY
aggravated to hear/watch as these "scoff-laws" were being cleared to
land. This lead to some aggressively stupid radio talk (I heard one
guy threaten to ram another plane if he didn't speed up!), and could
have lead to disaster.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"