Tag Archives: aviation

EAA AirVenture Oshkosh 2025 FAA Notice

Posted on by

EAA AirVenture Oshkosh 2025 Notice includes important procedure updates for pilots flying to event

Document is required reading for Oshkosh-bound pilots

EAA AVIATION CENTER, OSHKOSH, Wisconsin — (May 20, 2025) — There are several important Federal Aviation Administration-approved updates in the EAA AirVenture Oshkosh 2025 Notice (commonly referred to as the Oshkosh NOTAM), featuring arrival and departure procedures for the Experimental Aircraft Association’s 72nd fly-in convention on July 21-27 at Wittman Regional Airport in Oshkosh. These changes are based on pilot feedback and FAA review of arrival procedure recommendations.

The document is in effect from noon CDT on Thursday, July 17, until noon CDT on Monday, July 28, and outlines procedures for the many types of aircraft that fly to Oshkosh for the event, as well as aircraft that land at nearby airports. The Notice was designed by the FAA to assist pilots in their EAA AirVenture flight planning.

Some of the 2025 updates include:

  • Maintaining 90 KTS until entering downwind at Oshkosh
  • New depiction of gravel pit/beginning descent over gravel pit (any portion) when arriving to Runway 27.
  • Addition of a QR code on the Notice cover that directs to the EAA “Flying In” webpage
  • References to mass arrival schedule, transient helicopter operations, and the EAA Seaplane Base.

The ATC-assignable transition points approaching Oshkosh from the west that will ease holding and congestion will again be in effect in 2025. These points are at Endeavor Bridge, Puckaway Lake, and Green Lake. They will be announced on the arrival ATIS when ATC activates them at times of highest traffic flows.

“The most essential information for any pilot flying to Oshkosh involves reading and thoroughly understanding the 2025 AirVenture Notice to ensure safe operations on arrival and departure,” said Sean Elliott, EAA’s vice president of advocacy and safety. “We urge all pilots to adequate prepare prior to their trip to Oshkosh and consider such things as our AirVenture arrival flight review so they have the proficiency and confidence to fly safely.”

EAA is also hosting a webinar on June 18 at 7 p.m. CDT regarding flying to AirVenture 2025 and changes in this year’s Notice. Pilots are encouraged to participate to build their knowledge prior to their flights to Oshkosh.

Pilots can download a digital version of the Notice at EAA.org/NOTAM, or order a free printed copy via that website or by calling EAA Membership Services at 800-564-6322.

Cessna 182, good for low time pilot?

Posted on by

Cessna 182, good for low time pilot?

cessna 182

Recently I had a call asking “should a low time pilot buy a Cessna 182”?  The caller was concerned because they only had 75 hours total time and all of that was in a Cessna 172. On top of that, they had a chance to buy a Cessna 182 that has very low time and is a clean airplane, should they be concerned about their low total time when moving up to a 182?

My quick thoughts. The Cessna 182 is a great aircraft. It offers an excellent platform for instrument (IFR) training, is a respectable cross country aircraft and is reasonably cost effective to operate. As a private pilot, your first year will be a little more expensive to insure because of your low hours, but that’s about it.  Yes, it does cost slightly more to maintain than a Cessna 172, but the difference is slight, mainly in the fuel burn and engine costs.  The Continental six-cylinder, 470 engine (or the Lycoming 540 in the new models) are very reliable engines.  Parts are in supply, aftermarket items and service is available almost anywhere you can fly to.

About the only thing that seems to bother the 182 are the fuel bladders in the pre-1979 aircraft and the nose gear impacts that low time pilots inflict during training. The 182 gets quite a few hard landings on the nose, typically when they are full of fuel and lightly loaded with passengers and baggage.  A pilot tends to run out of elevator in the flare a little higher than they should and drop them on the nose.  Nothing that cannot be corrected with a good dose of training at different loads.

As with any other aircraft, a good pre-buy inspection for damage history, corrosion and maintenance should be done before the purchase.  Also line up an instructor that has a fair amount of time in the Cessna 182 and they can show you how well the aircraft can really perform. Oh, and if you are used to the Cessna 172, the 182 will just require more arm muscles in the flare.  The heavy control pressure will be notable for the first few hours, after that, it’s a typical Cessna!