My flight in to Oshkosh


Enough has and will be written about the event itself by persons better than I, but this year I was lucky enough to acquire an aeroplane to fly in to Oshkosh, so herewith my account.

My steed is a 1938 Taylorcraft BL, converted some time ago to Continental-powered from its original Lycoming. It is owned by Mike and Marta Jones of Beloit Illinois, and I met them some years ago through the Taylorcraft Owners Club. In previous years, I have borrowed ol' Bluey to take to the annual Pietenpol & Hatz fly-in at Brodhead, Wisconsin, but this year I persuade them to allow me to take her to Oshkosh.

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(Above: My steed for the week)

Pre-flight planning for Oshkosh is via the comprehensive downloadable NOTAM, and requires specific VFR arrival & departure routes. For arrival, there is a temporary "tower" with associated Approach frequency in a caravan in a field near the town of Fisk, about 5 miles south-west of Oshkosh, and VFR arrivals are required to route overhead from a specific direction.

Jim in '953 and I travel as a two-ship pair. We depart Brodhead at dawn, and after the 80 minute flight, initially route overhead Ripon (5 miles south-west of Fisk) and follow the railroad tracks towards Fisk.

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(Above: Jim and '953)

The Fisk controller identifies us by type, and asks us which runway we would prefer. Normally and by intent, the approach conversation is one-way, but since we are arriving at stupid-o'clock and traffic is light (in fact we saw only one other aircraft), the controller has time for some chit-chat. This morning, with a south-westerly wind, 27 is the duty runway, but given the opportunity for shorter taxy time to our parking, we accept a 36 arrival; the rear-quartering tailwind on touchdown will be less than 10 knots.

Before clearing us to route along the east-west road towards a left base for 36, he remarks "the nicest formation he's seen all day"...we laugh and change frequency to monitor Oshkosh Tower.

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(Above: Extended left base for 36. The east-west road is below, and the early morning sun reflects off Lake Winnebago)

Approaching one mile left base, the Tower picks us out and clears us to land as a pair on 36.

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(Above: Short final 36. The quartering crosswind is a little stronger than anticipated, so we aim to land with some diagonal across the runway)

After taxying in & parking, I realise I have been parked in the wrong area (I should be in the Vintage park, not the Classic park) so search out a follow-me volunteer to escort me to the correct spot. Coincidentally, it's Eric, one of my Camp Scholler campmates.

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(Above: Following Eric to the correct parking)

Duly parked up & tied down, I bump into Janie, and we commandeer a passer-by to do the honours. Mike has put a Union Flag on each side of ol' Bluey to reflect its now international crew.

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(Above: Rob & Janie)

Four days later (before the show ends, so as to avoid the rush), I take ol' Bluey home. A departure briefing is required, and follow-me volunteers will then escort you to the taxyway for departure. The pink-shirted FAA controllers are at the runway threshold (36 again) getting a tan and controlling departures in between the arrivals. In short order, I am lined up & cleared to go. Again, the conversation is one-way.

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(Above: Note the marked cross wind climb out; also the new FAA tower is evident)

The mandatory departure route is a right turn to 150 degrees, maintaining 1800' until clear of the zone. This takes me close to the seaplane base, so I wander over for a closer look. It appears many of the other departures are doing the same; we are overtaken quite often.

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(Above: Oshkosh seaplane base)

I have previously arranged to meet some of my campmates at Hartford, 30 minutes south of Oshkosh, where it is much easier to take them for a ride, rather than battle the long queues at Oshkosh each time, so I head there with a passenger.

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(Above: Final for 29 at Hartford)

I take some of the campground kids for a trip, before the flight back to home base at Dacy, Illinois.

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(Above: A smile says it all)

Completion of the rides now allows me the last 50 minute flight alone down to Dacy, and in short order, ol' Bluey is tucked up safe.

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(Above: Safe & sound in the 1930's hangar)

This was the second time I had flown into Oshkosh, and it's not at all as daunting as it might initially appear. Thorough study of the NOTAM, and arriving & departing outside of peak hours will ensure a stress-free flight.