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#1
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Making the OSH Arrival Safer
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. Due to a fatal accident on Rwy 27, the normally orderly stream of aircraft up the railroad tracks was turned into a multi-hour hold around Rush and Green lakes. With temperatures and tempers flaring, I witnessed radio discipline completely break down at Oshkosh, for the first time. Worse, as the lakes melee deteriorated, frustrated pilots were cheating the hold and flying up the tracks DESPITE specific instructions from controllers to remain in the hold. Worse yet, IMHO, the controllers were doing nothing about it. They were simply clearing these bold scoff-laws right into OSH, leaving the rule-abiding pilots to circle endlessly. This really ground salt into the wounds of the many who were circling the lakes for nearly two hours, and made a tough situation downright ugly. I've never heard such language on an aircraft radio -- and I hope to never hear it again. Speed, as always, became a critical issue. With literally dozens of aircraft circling nose-to-tail, the cha-cha line began to break down. Dissimilar aircraft, varying from Champs to RVs, were all trying to stay in line, but -- over time -- the line simply broke down. A Cub, going full bore, can barely do the required 90 knots in a dive, let alone in cruise, and with so many airplanes in the same line, the speeds gradually deteriorated into a dangerous situation. At one point I was forced to drop 2 notches of flaps, and was hanging on the prop, trying not to over-run a gaggle of Kitfoxes, with other planes on both sides AND above me. The single line around the lake at one point was actually THREE lines abreast, and it was an absolutely mess. 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: 1. Add an LSA Arrival Procedure. Currently, there are just two procedures for "non-ultra-light" aircraft: 1800 MSL and 90 knots, or 2300 MSL, and 130 knots. Trouble is, a Cub or a Kitfox (or many of the new LSAs) are not capable of maintaining 90 knots in cruise. This results in an ever-slowing approach, which ALWAYS results in trouble. (Was that poor Europa pilot who was killed impeded by someone going 60 knots? Will we ever know?) 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. 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. 3. COMMUNICATE Problems. The multi-hour mess that followed the accident was exacerbated by the fact that the controllers NEVER (while I was in it, anyway) explained what was going on. If they had simply said "Guys, there's been an accident, we're down to half the runways, it's gonna be a while till they clean it up." -- a whole bunch of pilots would have diverted to other airports to wait it out. Instead, all they said was "Guys, we're doing the best we can, but if you don't give us the proper 1/2 mile spacing, we're gonna send you back to the lake to do it again." This gave pilots no useful information, and essentially made the problem worse by making pilots think that the hold might end at any minute. 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" |
#2
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Making the OSH Arrival Safer
3. COMMUNICATE Problems.
The multi-hour mess that followed the accident was exacerbated by the fact that the controllers NEVER (while I was in it, anyway) explained what was going on. I wonder if this has something to do with keeping the press from getting wind (not that the press isn't already there on the ground watching it all, but it may be SOP for controllers to be discreet. I've heard comments like "we've made contact with American" while at a major hub; what happened was the pilot (of the other airline; I'm making the airline names up) dinged wingtips with tha American Airlines jet, and both would need to come back to the gate. Random people who heard the exchange on the radio would not be alarmed at "making contact", but would jump to the phones if they heard "crashed into". Jose -- The monkey turns the crank and thinks he's making the music. for Email, make the obvious change in the address. |
#3
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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 |
#4
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Making the OSH Arrival Safer
Jay, an excellently written description.
Send this to the FAA and copy EAA. Copy all the EAA directors, also. |
#5
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Making the OSH Arrival Safer
I guess you need to show up with a lot of gas in your tanks if your going to
OSH. |
#6
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Making the OSH Arrival Safer
You can copy the FAA, the EAA, all the Directors, Jesus, Mary, and Joseph if
you wish. I've been making similar suggestions for over twenty years. If you get a "thanks for your input" you will have gotten more than I. The Ripon-Fisk approach is the stupidest idea in town, yet the EAA/FAA are married to it because they invented it. To do something else is to admit that there has always been a better way and none of the "in crowd" thought of it first. There are a dozen better ways to do it, and all you need to do is put Tom and every director in a small light aircraft AS THE COPILOT WHO CAN'T GET THEIR HANDS ON THE CONTROLS every day at noon for a week and have them see the Ripon approach procedure as a helpless passenger. THEN see how fast it changes. Jim "john smith" wrote in message ... Jay, an excellently written description. Send this to the FAA and copy EAA. Copy all the EAA directors, also. |
#7
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Making the OSH Arrival Safer
In article .com,
"Jay Honeck" wrote: 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. keep the 500' seperation between altitudes - it's too easy to gain/lose altitude on bumpy days. -- Bob Noel Looking for a sig the lawyers will hate |
#8
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Making the OSH Arrival Safer
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" |
#9
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Making the OSH Arrival Safer
Being a non pilot I may just be blowing smoke, but after reading
about this tragedy and the ensuing madness, I have an idea.... Do you think there'd be enough people that would stand up and say that "I'm boycotting OSH until new, safer approach procedures are implimented" and voice this statement publicly to AOPA, FAA, EAA, OSH, and whoever else should see it? The point being, if a lot of pilots come out and say they are not going next year because, as pilots in command, they feel the approach procedures are unsafe, perhaps the problem will get looked at much quicker? Brian -- http://www.skywise711.com - Lasers, Seismology, Astronomy, Skepticism Seismic FAQ: http://www.skywise711.com/SeismicFAQ/SeismicFAQ.html Quake "predictions": http://www.skywise711.com/quakes/EQDB/index.html Sed quis custodiet ipsos Custodes? |
#10
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Making the OSH Arrival Safer
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 |
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