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I've flown into Oshkosh at least 20 times. Once in a C-150, approx 15 times in a Mustang II, and five times in a Lancair 235/320.

The worst time was with the C-150 because the guy in a C-210 ahead could not [or would not] fly the suggest speeds and continually dropped out of sight below and then would zoom up in front of me. When the ATC saw the problem, he was peeled off to take another path...

I tend not to suggest the IFR route since although it may be great for the IFR pilot [I am rated], it can really compound the problems for the hundreds [or thousands] trying to comply with the Notam. There is a 'good' reason for following the 'rules'.

Until ATC provides a path for the faster airplanes, I'd suggest [also in the Notam] picking out an airplane [or group of them] about your speed requirement and follow it [or them]. It may take a couple of 360's between Ripon and Fisk but not impossible to do. This can be done at the higher altitude [and at the higher speeds] safely plus it will get the attention of ATC and they will work with you.

For those who feel really uncomfortable with complying with the Notam, there are other nearby airports that may suit your needs [or wants] better. (like staying on hard surface etc) Please do not make it more difficult for the rest of us who always fly into Oshkosh! You should be familiar with your aircraft needs [and speeds] long before the trip to Oshkosh.

I was up in the new tower this year and the greater visibility provided will also help ATC sort out airplanes better in the future. It is a great improvement over the old tower. They have also installed more reliable communications between Fisk, ground ATC and the new tower to facilitate a smoother flow.

I think they do a great job with those who read and follow the Notam. You may find it difficult to believe but every year a number of folks show up who have never heard of the Notam let alone read it... No, I'm not a member of ATC. I have a number of friends who are controllers both at home and at Oshkosh.

For what it's worth... Earl

----- Original Message ----
From: Dr. Weinsweig <WeinsweigD@tsnci.com>

i have found that on 2 of my visits to osh the 2nd time last week in my
propjet that when i arrived on an ifr flight plan i was vectored
straight in to the vor 27 approach and arriving was a nonissue and
avoided all the vfr traffic lineup(being "forced" to taxi in the grass
on the other hand was a bit disconcerting). in the notam it says to
cancel ifr and go in vfr but on the 2 occasions that i flew in on an ifr
flight plan(the first time in a bellanca super viking) atc took me
straight in ifr. perhaps for those that are able to file ifr this would
be worthwhile in our planes.

fwiw,

david weinsweig
n750dw propjet

>>> GAMarr@Charter.Net 08/07/2008 3:09 PM >>>
It appears that the majority of accidents are a result of stall/spin
accidents with arriving traffic. Is it possible that the approach
procedures
are a little to tight for novice/low proficiency pilots in the very
intense
approach phase atmosphere?

I know the controllers are very anxious to keep the traffic tight to
facilitate the arrival flow. I know that I have been told to turn base
and
expedite my landing and clear the runway for arriving higher speed
traffic
(P-51).

All of our training is based on one runway, one airplane. This may be
the
first time many pilots are faced with one runway and 1, 2, or 3
airplanes
all landing at the same time. Truly, not part of our normal training. I
can
tell you from my own personnel experience that I am in a very high
state of
awareness at to what the other airplanes are doing and my concern that
someone will not execute the landing properly, so I am always primed
for a
go-around.

Giff Marr

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