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Dan,
I've flown several 90kt arrivals in a 172 or an archer. A lot of 135kt arrivals in a Bonanza and a twin Cessna. And formation arrivals. I've never flown a Lancair in, however. Keeping the speed is important. The 135kt arrival worked fine for the Bonanza and the Twin Cessna. I like it. There are far fewer aircraft and it keeps you out of the riff-raff down lower. If you can't manage 135kts for a lap around Rush Lake you may need to try for one of the IFR arrival slots (or the warbird arrival). The most trouble I've had is trying not to overrun somebody in the 90kt arrival who is doing about 60kts. (Lots of S-turns.) The controllers merge the 90kt and 135kt aircraft somewhere between Fisk and your turn to final. They usually call your turn(s) so the merge is easy. I aways have a plan B (like Appleton), just in case they close the airport upon my arrival. (How did they know it was me?)
Keep your eyes open, head out of the cockpit, listen (don't talk) to the controllers, load light with enough fuel that it's not on your mind, remember your tiedowns, take a passenger to help you spot targets, know the notam cold and keep a copy in your lap or on your knee, get the ATIS before you get to Ripon, anticipate that the controller may need you to do something not in the notam (I was commanded to go around on short final and merge with traffic on downwind when a bizjet came straight-in, unannounced, from over the lake), hit the spot on the runway they call out for you, get slowed down and off the runway and onto the grass as soon as you are slow enough to make it safe, have your parking sign ready, keep loose and have fun. It's always worked for me.
Barry Knotts
LIV-P, building
Perrysburg, Ohio
olsen25@comcast.net wrote:
Have any of you flown the 135kt VFR arrival
Dan Olsen
N320DK
Fort Collins, CO
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