BY BILL BOND
I have flown into Wittman Regional Airport (KOSH) in Oshkosh, Wisconsin, for EAA AirVenture Oshkosh for 20 years, as have thousands of others.
While a little challenging, the experience is exhilarating and a convenient way to get to the airshow.
Many pilots inquiring about my experience proclaim they would never attempt this flight. I agree with them. Folks who might find the experience overwhelming should stay on the ground.
For those considering flying to AirVenture next year, please carefully investigate what is involved. The FAA issues a notice every year for the AirVenture flight procedures. This free 32-page booklet is an absolute must if you are flying an aircraft to Oshkosh. It outlines all arrival/departure procedures, radio frequencies, Wittman Regional Airport details, and much more.
I have often successfully landed at KOSH, but on a couple of occasions things got really complicated and I was diverted to another airport. My experiences have prepared me to expect anything and anticipate everything.
Case in point? Decades ago, my pre-teenage son was my copilot in our green and white 1949 Piper Clipper taildragger. We arrived in the evening at the Ripon, Wisconsin, navigation fix on the Oshkosh visual approach procedure. So did a swarm of other aircraft. I carefully followed another aircraft joining the VFR procedure flying above the railroad tracks northeast to the Fisk checkpoint. As indicated by the published FAA procedures, I expected to be cleared for landing on the active runway.
Abruptly, the approach controller announced the airport was closed. Poor planning on my part forced me to experience the Oshkosh tower closure precisely at 8 p.m. No further guidance was broadcast.
Declaring an emergency due to low fuel was a futile strategy as I instantly realized no controller would answer my radio broadcast. We were stuck with no plans for an alternate airport.
My 1949 Piper Clipper had no GPS navigational aids to locate a new landing spot, so I beat back the panic in my chest, anxiously searching for a place to land. Scanning the landscape for options, I spotted a short asphalt runway next to a large building nine nautical miles northwest of the Oshkosh airport.
Determined to get safely on the ground, I reduced power and pointed the nose toward this viable safe alternative. Once we landed, we pulled off the runway and shut the engine down. My son and I were both relieved at our good fortune.
I was surprised as a half a dozen airplanes also landed on the runway immediately after us. Each replicated my hasty plans for an alternative touch down, tying down their aircraft, and gathering together to determine their next move.
Turned out one of them had a local contact who showed up minutes later. He knew the owner of the private runway, assuring us our aircraft would be safe and welcome. He offered to deliver the whole group to the Oshkosh airport. We loaded up in his Ford pickup as we laughed about our shared experience.
Fast forward to AirVenture 2022. Leaving my home base Anoka Airport (KANE) in Minnesota, I planned a refueling stop on the Sunday afternoon before opening day at Stevens Point Municipal Airport (KSTE) to top off my 1968 Mooney M20C Ranger. Airborne again, I monitored KOSH ATIS to receive instructions for a VFR arrival.
Soon I was maneuvering as instructed to line up single file at Portage, Wisconsin, behind dozens of other aircraft indicated on my Garmin 430 WAAS GPS. All of these adventurous pilots begin snaking their way north of Portage along the freeway at 1,800 feet msl, cruising at the prescribed 90 knots hoping for permission to land on KOSH Runway 27 or 36 L or R.
Alas, it was not to be.
I received the Fisk waypoint clearance to monitor the KOSH Tower frequency after having been identified by vigorously “rocking my wings.” The KOSH Tower instructed me to enter a right downwind for Runway 27. I glanced down at the huge crowd of humanity and airplanes below and observed the cleared aircraft simultaneously landing on various colored dots on the runway.
Suddenly, the tower announced a major new development.
“Oshkosh airport is closed. No further guidance is available.”
Later I learned that a collapsed right landing gear on a twin prompted the closure.
However, the closure required that 60 nautical miles of airplanes flying single file at 1,800 feet toward Oshkosh abruptly abandon their arrival procedures. Without a clearance to land or additional clarification, dozens of aviators were suddenly on their own for a safe outcome.
I immediately maneuvered to a 300° heading while straining to identify aircraft with conflicting flight paths. Tough to do in this busy airspace, but even more difficult as a single pilot and only occupant of my airplane. My workload immediately became intense as the risk increased.
Initiating a 45-minute individual holding pattern while monitoring the tower frequency, it became apparent I should land at another airport. Appleton International Airport (KATW) became my alternative of choice.
Selecting the Appleton tower frequency, these controllers were obviously stressed with the major increase in traffic. KATW tower explained to anxious pilots that the Oshkosh closure had generated a substantial increase of “additional traffic diverted to Appleton.” Now the same airplane backup pattern emerged at my new airport of choice.
Once again, I was required to enter an individual holding pattern for approximately 30 minutes. As dozens of pilots politely but earnestly inquired every few minutes about landing clearance for KATW, I was finally cleared for Runway 30. Safely tied down waiting for a ride from friends, I was finally ready for a wonderful week at Oshkosh.
Contrary to my plans, my Mooney would be based 30 miles from AirVenture rather than tied down at the KOSH airport. Inconvenient? Of course. But no big deal. These sorts of modifications should be factored into plans to fly into KOSH.
Of course, regular free shuttles operated by EAA volunteers are available from all the feeder airports to KOSH.
Will I plan to fly into Oshkosh next year for AirVenture, given the hassles and diversions one should anticipate? You betcha.
Check your sources as the regular bus routes from surrounding area airports to OSH are NOT free. The ride from Fond du lac is a mere $50 round trip.
Thanks for the update, Herb.
I have been attending and camping in the north 40 since 1983. My first trip was with 75 hours in my log book and the ink still wet on a fresh certificate. The secret to landing at Oshkosh is to have plenty of fuel, focus on following the guy in front of you and listen to the controllers. Have a backup plan. It is really no big deal. If you’re a new-be, you might want to practice spot landings.
In 2021, I did it the easy way – as part of a flight of the same type aircraft (in my case, Ercoupes) for my first flight into KOSH AirVenture. The experienced team leader led the rest of us – a flight of 28 – and we all just followed him around 500′ apart. Having experienced that, I don’t plan on flying the approach on my own…
I have found the Cessnas2Oshkosh mass arrival to be the easiest, safest way to get to Oshkosh. All 113 pilots attended at least one formation flight clinic in the preceding months, all attended the mass briefing at Dodge County / Juneau airport, and the formation itself was fairly well executed by three ship formations in 2000-3000′ trail. We landed all 113 aircraft in about a half hour on runways 36L & R, and all taxied off together to our reserved parking rows in the North 40. I enjoy doing the mass arrival and networking with my fellow Cardinal pilots as much as AirVenture itself.
I must have been an hour behind you Bill. I did two orbits of the Potage to Endeavor Bridge hold (which took 45 minutes) when Oshkosh opened back up sometime after 7pm. As each of the holding patterns around the lakes were released to advance towards Ripon we would move up one. It had been a long leg from Lemmon, SD so I was getting low on fuel. Eventually I broke off and diverted to Fond Du Lac camped and flew in Monday morning.
It’s crowded and it’s busy but with ADSB it’s not hard. Everyone should do it.
If it takes 32 pages to explain how to get into any place, I will find something else to do.
Agreed. I find nothing appealing about flying in close proximity to dozens upon dozens of other aircraft of questionable performance piloted by those with questionable capabilities under temporary special rules designated by a book full of procedures. Seems like this is as much about ego as it is contrary to just about everything I’ve ever learned in 30 years (and thousands of hours) about safe flying.
Went to Airventure 4 times, landed and camped at KOSH twice, KFDL twice, camping one and rooming at Marion College once. Sadly I no longer have an aircraft so don’t attend any longer (no one wants to see a grown man crying all the time). Go with someone who’s been there before if you’re in doubt, but be sure to go.