|2016/07/26 EAA Airventure 2016|
π 2016-07-26 01:01 in Flying, Nflying, Oshkosh
See more images for EAA Airventure 2016
|2016/07/26 EAA Airventure 2016|
π 2016-07-26 01:01 in Flying, Nflying, Oshkosh
See more images for EAA Airventure 2016
|2013/07/31 Oshkosh/EAA Airventure 2013 Flight and Report|
π 2013-07-31 01:01 in Flying, Nflying, Oshkosh
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|2011/07/29 Quick tour of Eaa/Oshkosh Airventure 2011|
π 2011-07-29 01:01 in Flying, Nflying, Oshkosh
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|2009/07/28 Oshkosh/EAA Airventure 2009 Flight and Report|
π 2009-07-28 01:01 in Flying, Nflying, Oshkosh
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|2008/08/03 Oshkosh/EAA Airventure 2008 Report|
π 2008-08-03 23:51 by Merlin in Flying, Nflying, Oshkosh
First, you should likely look at my report from last year for more details on the conference as I'll only mention new things.
Just like last year, trying to see everything was of course not possible, but knowing what to expect gave me a better chance to manage my time and plan for all the talks I wanted to see. This year I was able to attend several talks from pioneers in aviation, pilots who flew the U2, the SR71, as well as talks on night flying, and thunderstorms, and legendary pilots like Bob Hoover ( see video of what he can do ), or how Dick Rutan and Jeana Yeager flew Voyager, the first and only unrefueled flight around the world .
Those talks were definitely worth it, and I'm quite happy to got to hear from pioneers in aviation before they're not around to tell their stories anymore.
For the rest, I went through all the expos in the hangars, spent some time with the nice folks from Seattle Avionics who've been hearing a lot from me on bug reports or feature improvements :) and I also went to check out the other moving map/flight planner/EFB solutions, and from what I saw, Voyager is still the winner (Vistanav of course has nice synthetic vision, but they were lacking on the flight planning and EFB sides last year, and didn't show up at Oshkosh this year from what I could see).
A few notable things I saw this year outside of the great airshows, and finally being able to see the F22 perform, were unexpected things like a working jetpack (with a projected flight time of 30mn) and the first prototype of the terrafugia flying car.
I have many more pictures, you can find them in the EAA Airventure 2008 pictures and videos ( especially the airshow )
|2008/08/03 Flight to Oshkosh and Back in Turbo SR22 G3 Perspective|
π 2008-08-03 22:37 by Merlin in Flying, Nflying, Oshkosh
After my trip to Oshkosh last year, I wanted to go back this year, especially as I found an even better plane to fly in: a brand new Cirrus Turbo SR22 G3 perspective (i.e. with G1000 and synthetic vision).
The turbo gave us the option to fly at 25,000ft (FL250) while perspective fixed my long dislike of avidyne in what is otherwise a fairly good plane, by replacing the avionics with a nice G1000 with G700 autopilot and synthetic vision, which was the first time I got to fly the last 2.
It is pretty cool to know that I'm probably the first person to ever rent and fly a Cirrus Perspective for such a trip :)
My CFI Dave and I went to San Carlos airport to get the plane ready, and figure out how to connect our O2 masks to the plane's O2 system, adn by the time that was done, we headed out, IFR, around 11:00 and climbed to FL250.
Unfortunately, I soon found out that the plane's 12V supply did not actually work and that my fancy new EFB (samsung Q1U tablet running Seattle Avionics Voyager), was running out of batteries. Unfortunately, I had to turn it off until our first scheduled stop (KRWL) where I was able to recharge it a bit. Luckily, we got such a tailwind (20-30kts) that we easily made the fuelstop I had scheduled, so I didn't have to use my EFB to look up other options in flight.
Once we were cruising at altitude, I gave my CFI control of the plane so that I was legally only a passenger, and I tried to use the nose canula for O2 instead of the mask. According to the oxymetre we were using, my O2 saturation was in the 90%+ range the entire time, and while it's not legal to be pilot in command with a canula at that altitude, it worked much better for me, especially compared to a mask where you lose O2 when you have to remove it to talk to ATC. From my research, and asking, canulas don't work as well for everyone at that altitude, which is why masks are required. That means I have to go with the less efficient solution and use the mask when I'm sole pilot in command.
Then, I tried to see what would happen if I didn't use oxygen at 25,000ft (8000 metres, or around the altitude at the top of everest), and I got intense tingling in my body first for the first minute, tried to plug my oxygen back in during the second minute, and passed out after that. My CFI who was also the pilot at the time then plugged me back in and I came back to in less than one minute. This was a good way to see how important supplemental oxygen is at that altitude, and how quickly you become incapacitated without it (I remember trying to plug my oxygen back in, but I never actually managed to do so on my own before passing out). This was the best way to see how little effective time of useful consciousness (TUC), you may have that high, and how important O2 and checking your oxymetre, are.
Now is a time to mention my two rants on the plane (I love just about everything else): with two 170lbs people in it, and a mere 80lbs of luggage, we were not even able to fill the tanks and had to settle for 86 gallons instead of 92 gallons. In other words, the payload is pretty poor with full fuel. While I had planned that we could actually do the whole trip with just one fuel stop, flying with 6 gallons missing made that a bit more dicy, and we had decided to cut the trip in two anyway since 10 hours of flying is a long stretch.
The second part is that it's pretty annoying how Cirrus couldn't get their doors right from the start. The old ones, you were supposed to close gently so as not to damage them, and the new ones have to be slammed shut pretty vigorously, to the point that I had just slammed mine a little after the first fuel stop, and we had to turn back after takeoff and land at KRWL again to shut my door properly because it wasn't secure.
Then, just to make things fun, as we climbed out the second time, we hit some icing on the way up, which thankfully we got out of quickly, and TKS was able to get rid of.
But the weather just got worse as we went more east, and we had to divert north and eventually land at KPIR, as the weather just wasn't good east of us.
The next morning, we finished the flight to Oshkosh, in time for half a day of show left.
Thankfully, the nice folks from Cirrus as Oshkosh were able to find someone who fixed the electrical problem on our plane, and allowed us to have 12V power on the way back home. Yeah!
For the flight home, I had initially planned to get out early Sunday morning and do a one day flight (timezones and daylight being on our side), but I figured out that by saturday noon I'd have seen what there was to see, so we were able to get out in time before they closed the runways around 14:30, and while we could have gone a bit further, our goal was to reach Rapid City and use the extra daylight to drive to the Mt Rushmore Monument.
The next morning, I had a flight plan going a bit north, over Yellowstone, and flew by Jackson Hole, which my CFI recommended, and we saw portion of the national park, including Grand Téton :)
After a stop in Elko for fuel and lunch (no O2 because headwinds forced us to fly much lower, around 10,000ft which doesn't require oxygen. In return, we got a better view of what we were overflying), we finished the flight by shooting a quick approach at Stockton to check out the synthetic vision system (if you look at the picture above closely, you'll see the runway, aligned on the screen), and landed uneventfully at San Carlos.
The google maps track above shows the flight, but you can also download the GPX track of the flight .
Of course, I have plenty of other pictures. One good idea is to open the the map and you'll be able to click on the google maps links by the pictures in the library to see where they were taken, and open the picture links in a new window (right click, open link in new window). That way, by clicking on google maps link, you'll see where the picture was taken, on the SQL LVW PIR OSH flight and the OSH RAP EKO SQL flight .
|2007/07/27 Oshkosh/EAA Airventure 2007 report|
π 2007-07-27 23:18 by Merlin in Flying, Nflying, Oshkosh
One of the few things you're likely to notice when you get there, is the amount of planes parked everywhere. It's pretty amazing.
Then, you get through the main gate, and go look around at all the vendors and displays. If you're thorough, it can take 2-3 days (especially if you account for pretty much guaranteed times of bad weather where you'll be hiding in vendor tents).
Seeing the vendors in the big hangars was definitely useful, I learned about a nice Angle of Attack (or reserve lift) indicator which should be on all planes in my opinion, as well as saw the Vista Nav 3D synthetic vision device, and got to meet the nice folks from Seattle Avionics I had corresponded with many times.
I also learned in the process that Garmin were actually a bunch of bastards who managed to get near exclusive rights to all XM weather hardware, preventing innovation or competition among XM weather receivers for PC tablets, which is a damn shame considering that XM weather should be available to all due to the extra safety it brings to pilots. Anyway, I'm personally hoping for a combined PC tablet with solid state hard drive, a small XM weather receiver/GPS combo and vistanav + voyager on it. We're close, but not quite there yet.
What's also cool is some of the formation flights over the expo. Likely more planes than you'll have seen anywhere else.
There was so much to see and do. In 3.5 days, I only got to see a portion of it (and missed a few evening movies and talks due to being a bit too far and too tired to come back just for them). It was nice to be able to see and hear historic people like Chuck Yeager recounting his war stories and talking about how he broke the sound barrier.
Of course, a good portion of your day is likely to be taken by the airshow performances, some of which are quite good. Unfortunately, the F22 performance got cancelled two days in a row (the second day, due to a fatality during the air show unfortunately), so I never got to see them perform outside of their arrival from a distance. Seeing a couple of Harriers doing hovering up close was pretty ool though.
Outside of the main conference location, about a 15mn walk way, the air museum was nice to visit, and across from the museum, they were selling cheap 7mn heli rides above the whole place. Nice to get a bird's view if you were too busy flying the plane when you got in (as you should have been :) )
Before heading home, at the recommendation of Dave, my CFI, I got a real live briefing at a flight service station, probably something I won't get to do again in the future. It was nice to see one of the guys who picks up when you call WXBRIEF
I was a bit apprehensive about landing at Oshkosh, mostly due to some horror stories I heard about very long wait times to get out. I didn't quite figure it out, but on wednesday morning, I walked to the entrance instead of taking the bus (not very smart: 2.5miles/45mn), but I got to see a scary line of people waiting to get out:
Luckily, when we left on saturday morning around 09:00, they were sending planes out 2 at a time and we got out in less than 15mn.
I obviously have many many more pictures. You can following this link for the pictures of EAA/Oshkosh 2007 including the 10H flight from and to Oshkosh.
It was definitely worth attending and made for an interesting cross country flight.
|2007/07/23 Long cross country flight to Oshkosh, Wisconsin, and back|
π 2007-07-23 11:59 by Merlin in Flying, Nflying, Oshkosh
I hadn't been able to go to Oshkosh last year because it conflicted with OLS, which in turn conflicted with my Birthday. This year, I only had a double conflict (my BD), so I figured I'd give it a shot.
I used the flight to make more serious use of Seattle Avionics, my flight planning software, and it did a good job. My main problem was to have to print all those pages of airports I might stop at, or not, just because I couldn't use my laptop at altitude in the plane. I think I'll be getting a custom laptop/EFB with a solid state hard drive (i.e. Flash Ram) so that I can just use that in flight and not have to worry.
I was first hoping to rent a Mooney 231 for the flight so as to get a good cruising speed (190kts), but unfortunately, it was already rented, so I had to select another aircraft. I had to settle for a Cirrus SR22 :) (well, it was settle because it did cost a fair amount more and was somewhat slower. That said, we got slightly better avionics in return)
The trip was nice for my getting used to the plane, There is no better than a 22H/3200NM cross country to get used to a plane :) but it confirmed that I don't like Avydine avionics. They have too many quirks and just aren't well integrated. We had several bad behaviours from the STEC 55x autopilot (going left and right on an ILS without staying on centerline, or pitching wildly down), a total localizer heading failure on NAV 1 (Garmin 430) where it went on a completely incorrect centerline, and weird communication problems between the PFD, MFD, and Garmin 430s. Stuff that's just unacceptable for a $400k plane.
Apart from those issues, the plane itself flew well though, and we ended up averaging 160kts ground speed on the way there, and 170kts+ on the way back (yes, I know it's opposite from the typical prevailing winds), and I did the flight with one of my CFIs, both to learn from his experience in flying around or close to thunderstorms, as a copilot to help out if I got too tired, and because I wasn't fully checked out to solo in the SR22 yet.
Let's now look at the legs:
Flight from Palo Alto to Oshkosh
The flight was about 1900NM (3060km) in 10.9H of hobbs time and 3 legs. We left a bit after 09:30 and first stopped at Evanston, Wyoming to refuel. In hindsight, we had enough fuel to go a bit further and we should have because we almost got pinned in the airport by a thunderstorm. Luckily, it was only a big rain and thunderstorm cloud, and it blew over while we waited on the runway.
After that, we went to Sioux City and we had to traverse a line of thunderstorm sigmet to get there. Luckily, it was rather mild, and thanks to XM weather and looking out the window, we were able to find a reasonable hole in that line of thunderstorms to get through.
The next morning, we left for Oshkosh by first finding a hole in the low broken clouds at Sioux City, and we got to Oshkosh under lowering overcasts 'on the green dot' of runway 27 thanks to Dave's help feeding me the instructions on how to fly there while I was doing the flying.
The pictures from this flight are here
Return flight from Oshkosh to Palo Alto
The return flight was easier to do in a day since we had 2 hours additional in that day instead of two hours fewer (or a 4 hour differential).
I had planned the flight a bit more to the north to stop at Rapid City, South Dakota for refueling and a quick lunch, and then to fly by Mount Rushmore before flying north of Salt Lake city towards Elko, Nevada. We did a quick refuel in Elko and got to Palo Alto "soon" after that.
Turns out that by sheer luck, my alternate routing mostly kept us out of thunderstorms, which made the flight pretty uneventful.
We got home a bit quicker, but I still recorded 10.9H hobbs on the way back since I shot some approaches for each of the 3 landings, including an ILS approach into Moffett, which was a bit of a detour.
The pictures from this flight are here
All in all, it took about 20H of flying (plus ground run time), 3800NM (7000km) of distance covered, nice landscapes along the way, and weather that was interesting enough to learn from, but never a thread to the flight.
It was definitely a nice experience, in addition to the time at EEA itself (see separate entry for that)