eaa airventure today, wednesday, july 31, 2013

Wednesday, July 31, 2013 www.AirVenture.orgThe Official Daily Newspaper Of eaa airVeNTure OshkOsh

Sponsor of the day

Corroded cat curiosity

i t’s a pretty good bet if your warbird arrives at AirVenture lashed to a trailer like Ahab to Moby Dick, it’s

not going to fly in the air show.But there’s a corroded FM-2 Wildcat

in Warbirds drawing crowds, and a move to have it judged as Most Original Warbird at AirVenture 2013!

This waterlogged Wildcat is under the stewardship of Taras Lyssenko, whose A&T Recovery organization has raised around 40 Navy aircraft from chilly Lake Michigan.

The training grind of World War II saw many splashdowns in Lake Michi-gan. The Navy has maintained owner-ship of these aircraft, and their recovery is accomplished for historical purposes, Lyssenko explains. The Naval Aviation Museum Foundation administers the program. Capt. Ed Ellis is the Founda-tion’s vice president for development. He says restorations can cost $250,000 for aircraft recovery, $500,000 to $1 million for restoration.

The Lake Michigan haul has includ-ed some very rare birds—a Douglas SBD Dauntless that served during the piv-otal Battle at Midway in 1942, the only Vought SB2U Vindicator extant,and the only known “birdcage” Corsair, so-called because its early ribbed canopy reminded pilots of a birdcage.

Does Lyssenko pursue any terres-trial Navy aircraft wrecks for recovery? “Nah…that would be too easy,” he jokes. His company owns the boats and equip-ment involved in locating and recover-ing the lake wrecks, but it is not his live-lihood. “It’s a hobby; we think it’s cool to go out in the water and find things,”

Lyssenko says. “It doesn’t support us.” Sonar maps the lake bottom to give

initial indications of the presence of air-craft. Then, robotic submersibles image the wrecks. With a number of known aircraft available for recovery and res-toration, Lyssenko acts as an advocate, trying to place projects with backers and museums that will meet with Navy approval. “I make everybody happy with each other,” he adds.

Recovery of the wilted Wildcat that Lyssenko brought to AirVenture has been financially supported by warbird owner Chuck Greenhill, Lyssenko says. The impending static restoration will be handled by an experienced crew at the Kalamazoo Air Zoo mu-seum in Michigan; from there, this Wildcat will be displayed in an appro-priate museum.

He estimates 90 percent of the wreck will be useful in the restora-tion, once the freshwater mussels are scoured off the airframe. Shallow-wa-ter zebra mussels are a problem some-times, but Lyssenko says the mussel problem is exacerbated by deep-wa-ter quagga mussels. “Those things go down hundreds of feet.”

The top of the Wildcat’s cowling is badly corroded, indicative of its inverted resting position when it rolled off the car-rier deck after engine failure on takeoff.

Parked beside the corroded ’Cat is a pristine flying Wildcat from private sources that shows what can be ac-complished. Both will be featured in a joint Warbirds in Review presentation 1 p.m. Friday. (See also Shotgun Wild-cat story on Page 52.) AVT

c ould the solution to the avgas crisis, the high cost of pilot training, concerns about lead

emissions, and a host of other chal-lenges facing general aviation be parked outside the Innovations Pavil-ion here at EAA AirVenture Oshkosh?

The 180-hp Aviat Husky with the bulbous belly tank unveiled here this week makes a compelling case for a cheap, abundant, non-polluting, but heretofore untried energy source for

aviation that could solve these prob-lems: compressed natural gas (CNG).

Among CNG’s advantages over av-gas: It’s 138 octane, it’s a much cleaner fuel, and it costs less than a dollar for the equivalent of 1 gallon of 100LL.

N15NG is the first dual-fuel, pis-ton-powered aircraft to operate on both CNG and avgas. At the flick of a switch and the advance or retarding of the throttle the pilot can switch be-tween the two fuel sources.

CNG Husky: Avgas game changer?

By frederick a. Johnsen

phOTO By phil wesTON

cONT. p50

Taras Lyssenko, right, champions the efforts to raise Navy aircraft from Lake Michigan for museum displays. Behind him is a corroded FM-2 Wildcat that will be reborn as a display. Conrad Huffstutler, left, has a pristine FM-2 parked next to this relic for comparison. (Photo by Frederick A. Johnsen)

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She sends out letters about the program through the elementary schools, and then follows up and schedules an appointment for those who want a flight. Then the day before the flight, she calls people again, reminding them of their sched-uled flight time. The day they fly kids, Maxine is at the airport working, making sure everything runs smoothly.

“It’s the reactions of the youth and the parents that keep us doing this,” says Maxine. “They tell us they are excited about the program, and grateful for what we do….”

The Dursts, members of EAA Chapter 495 in Roseburg, Oregon, say they have no intention of stopping their involvement in Young Eagles anytime soon.

“I just passed my physical, so I have another two years of flying kids,” Larry says. “I don’t fly to reach a certain number. I fly for the kids and their reactions. I’m like a gardener. I’m just planting seeds in their minds….”

Ground Support Volunteer AwardFor Bonnie Jennen, of Erhard, Minnesota, the EAA Young Eagles program has been a family affair since her husband, Dave, starting giving the free flights to local youth.

“He wanted me to help,” Bonnie recalls, “so I became his right-hand helper. I’m just a hard worker who is organized, and who knows how to get things done.”

Bonnie has been getting things done for EAA Chapter 1174’s Young Eagles program since 2004.

Bonnie says she loves flying, and loves sharing the fun of flying with Young Eagles. That’s why she went to the Fergus Falls superintendent of schools and pitched the idea of giving students the free flights. “He was pretty enthusiastic about aviation so it ended up being an easy sell,” she recalls.

After talking to teachers, they connected the Young Eagles flights to the eighth grade science curriculum, with Dave going into classrooms and explain-

ing the basics of flight before students take their Young Eagles flight.

But Bonnie’s role really begins on flight days. “I take care of the ground crew,” she says. “Safety is our No. 1 priority. I make sure there is a ground crew member assigned to each pilot to take students out to the plane.” She also makes sure there is food for the volunteers.

The Fergus Falls program was so successful that surrounding school districts soon asked if the Jennens

Phillips 66 Leadership AwardLarry and Maxine Durst say they were shocked to receive the 2013 Phillips 66 Leadership Award. “There are numerous people do-ing outstanding service for the organization,” Larry says. “While the award and being elected to this elite group is great, it is what we do that is important.”

They do a lot.In June, Larry achieved some-

thing that only one other pilot has done before: flying 5,000 youngsters in the EAA Young Eagles program. But he couldn’t have done it without his wife, Max-ine. For more than 10 years, she has worked tirelessly to recruit students to fly as part of the Young Eagles initiative, as well as handling all the promotion and paperwork.

Larry says Maxine has recruited more than 5,300 people to take Young Eagles flights, working mainly through the local schools. But her job is more than just setting up flights.

WedneSdAy, JuLy 31, 2013 3

The official daily newspaper of EAA AirVenture Oshkosh • Vol. 14, No. 4AirVenture todAy

puBlisher: Jack J. Pelton, EAA Chairman of the Board

eDiTOr iN chief: J. Mac McClellan

eDiTOr: Ric Reynolds MaNagiNg eDiTOr: Dave Higdon

phOTO eDiTOr: Sonia Zimmerman

eDiTOrial sTaff: Marino Boric, Joseph E. (Jeb) Burnside, Randy Dufault, Gary Flick, Jack Hodgson, Frederick A. Johnsen, Barbara Schmitz, James Wynbrandt

cOpy eDiTOrs: Meghan Hefter, Colleen Walsh

phOTOgrapher: Phil Weston

DesigN: Chris Livieri, Phil Norton

aDVerTisiNg: Katrina Bradshaw, Jeff Kaufman, Sue Anderson, Larry Phillip

AirVenture Today is published during EAA AirVenture Oshkosh 2013, July 29-August 4, 2013. It is distributed free on the convention grounds as well as other locations in Oshkosh and surrounding communities. Stories and photos are copyrighted 2013 by AirVenture Today and EAA. Reproduction by any means is prohibited without written consent.

correction: fly-in Theater Times

Some EAA Fly-In Theater movie times were listed incorrectly in the Sunday newspaper. Correct times are as follows:

wednesday: The Terminal begins at 9:30 p.m.Thursday: The Avengers begins at 8:30 p.m.

The EAA Fly-In Theater is sponsored by Ford Motor Company.

T hey live in different places and have different jobs and interests. Yet this diverse group has a common bond; they share their love of aviation through EAA’s Young Eagles program.

While thousands annually give of their time to make the Young Eagles pro-gram soar, a few have been honored for their extraordinary efforts. This year’s winners will receive their awards tonight at the EAA AirVenture Museum’s Eagle Hangar.

The 2013 award recipients include:Larry and Maxine Durst, Phillips 66 Leadership AwardBonnie Jennen, Ground Support Volunteer AwardPhil Englishman, Field Representative AwardRobert Opper, Chapter Coordinator AwardPhillips 66, Horizon Award

“The Young Eagles program wouldn’t be successful without the dedication of our volunteers,” says Michelle Kunes, Young Eagles program administrator. “They give of their time, talent, and airplanes to introduce youth to the wonders of aviation. This group of dedicated volunteers has made a big difference to the program and to the youth they have met.”

By Barbara a. schmitz2013 Young Eagles awards

Since 1994, Phillips 66 has helped lessen the financial burden for pilots who give of their time and airplanes to fly youth in EAA’s Young Eagles program. For 20 years, the company has offered Young Eagles pilots a $1 per gallon re-bate on Phillips 66 aviation avgas that is purchased at a Phillips 66 FBO.

“Thousands of pilots have taken advantage of the rebate, providing hundreds of thou-sands of youth free airplane rides,” says Rosemary Leone, director of programs develop-ment for Phillips 66.

In addition, the company also sponsors EAA’s Phillips 66 Leadership Award and, through its foundation, has given more than $250,000 in financial sup-port to EAA and the Young Eagles program, she says. Its WingPoints Rewards program also allows people to donate their points to charities such as Young Eagles.

Phillips 66 has supported the Young Eagles program be-cause it helps to grow the num-ber of pilots. Naturally, that’s good for a company that sells aviation gas.

But having flown Young Ea-gles herself, Leone says there is

nothing more rewarding.“At first the kids are nervous because they’re not quite sure what the air-

plane ride will be like…. But when you’re back down on the ground and they walk back to their parents, the first thing they will say to them is, ‘I want to be a pilot.’ You see that spark, and you know you helped cause it….”

Even if all Young Eagles don’t become pilots, you have at least created a friend of aviation, Leone adds. “If they grow up and live near an airport, may-be they won’t view planes as noisy or dangerous. They will have a positive view of aviation.”

Leone says Phillips 66 is excited to receive the Horizon Award, which rec-ognizes efforts that go beyond the basic Young Eagles flight. The company is honored for its long-standing relationship with the program.

Young Eagles opens up a world of options for youth, she says. “And Phillips 66 is just thrilled to be part of that whole process.” AVT

4 AirVenture todAy

would organize similar programs for them. In total, 300-plus students have gone up for a Young Eagles flight through the school partnerships this year.

Bonnie says she doesn’t do any more than any other EAA volunteer. “EAA is a family affair for us, and that’s what we’re trying to promote. It’s fun if everyone is involved and … sharing in the glory of it.”

Field representative AwardPhil Englishman has been the field representative since 1996 for the Canadian province of Ontario, and he says he took on the role for a simple reason: to get more young people flying.

“I was a fence rat at the airport when some old geezer gave me a ride,” he says. “I’m now paying it forward….”

As a field representative, Phil encourages pilots to give Young Eagles flights, as well as sign up youth in advance of flight rallies. But he also makes sure everything is done correctly—and safely—during the flights. That in-cludes making sure the pilots are registered and insured, as well as having their medical certificates.

Phil does from airport to airport to help groups fly children. “I’ve done it at small airports,” he says, “to international airports.”

Besides offering the free flight, the Young Eagles program makes it easier for youth to maintain their interest in aviation, Phil says. Not all Young Eagles will become pilots, he acknowledges, but the program also opens youth up to the many careers that revolve around aviation, he adds.

Phil has logged 2,000 hours since becoming a pilot in 1995, and has flown nearly 400 Young Eagles in his Cessna 172E. He knows his actions have made a difference, with some of his Young Eagles going on to become private or com-mercial pilots or work in other aviation-related careers.

He is now working to get EAA and the Canadian Owners and Pilots Associa-tion united, so that COPA members can also fly Young Eagles. “We need to get still more young people interested in aviation,” he says.

Despite all the work he does for Young Eagles, Phil says he was surprised to be named the 2013 Field Representative of the Year.

“I feel as if I don’t deserve it; there are many others who do more than me.”

Chapter Coordinator AwardRobert Opper may be receiving the 2013 Chapter Coordinator Award, but he

says he couldn’t do the job without the many volunteers who work in the air or on the ground during Young Eagles rallies.

Robert has been Chapter 50’s coordinator for EAA since 2006. He organizes Young Eagles rallies, gets approval from the local airport, creates posters to pub-licize the events, recruits pilots and ground crews to volunteer, and more.

He has also flown 505 children as part of the program, and will occasionally provide fuel for other Young Eagles pilots when they are short on funds.

“I’m not a wealthy guy, but I’m not poor either,” says Robert of Willard, Ohio. “Aviation fuel is $6 a gallon, and most airplanes use 10 gallons an hour. So it costs $60 an hour when you’re out flying the kids. That’s a chunk of change for a guy on a fixed income.”

Why is he such a strong proponent of Young Eagles? “It’s a good thing to get the kids involved, and for a lot of kids, their Young Eagles flight is their first time flying,” he says. “The idea is to get them excited so they want to pursue aviation.”

Robert knows the impact an airplane ride can have since he got involved in flying because someone gave him a ride. “My first flight was in a Piper Cub when I was 13,” he recalls. “A farmer had a plane, and I did some work for him so he took me up.”

He soloed in 1970, but a shortage of time and money meant he didn’t get his private pilot certificate until 1996.

Robert says at first he didn’t believe he received the award. “I thought there would be 200 or so people who were being named chapter coordinators, until Michelle (Kunes) made it clear that I was the chapter coordinator of the year.

“I’ve never been to Oshkosh before; this is quite the thrill.”

Horizon Award

6 AirVenture todAy

phOTOs cOurTesy Of praTT aND whiTNey caNaDa

T oday is PT6 Day at EAA AirVen-ture Oshkosh 2013, highpoint of the weeklong celebration of the

PT6 engine’s 50th anniversary.Pratt & Whitney Canada’s (P&WC)

legendary turboprop powerplant, the PT6, powered a revolution, bringing the efficiency, power, and reliability of turboprop engines to aviation. Attest-ing to its influence are the many P&WC flags flying at the many booths of OEMs that use the PT6 in their aircraft.

Since its introduction in 1963, P&WC delivered more than 52,000 PT6 engines in a whopping 90 vari-ants; they’ve powered more than 130 different aircraft models and flown in excess of 390 million hours.

But despite its age the little engine that did has kept pace with the times.

“We are very proud of how the PT6 engine has evolved,” Denis Parisien, vice president of general aviation at P&WC, told AirVenture Today at the

Happy anniversary, PT6: AirVenture celebrates legendary engine’s 50 years By James wynbrandt

company’s booth. “We’ve injected new technology into every version of the engine, making today’s engines lighter, more powerful, and more fuel efficient than they have ever been.”

eVer BeTTerCompared to the first 450-shp engine of 1963, today’s PT6 has a 40 percent improved power-to-weight ratio and up to 20 percent better specific fuel consumption; it’s offered in models up to four times more powerful.

Powerplants on display at Booth 2132 in Hangar B include the PT6A-41 and PT6A-65.

But the anniversary celebration ex-tends far beyond the P&WC booth.

In honor of the occasion, almost a dozen PT6-powered aircraft models are on display today on Phillips 66 Plaza: Air Tractor, Beechcraft, Cessna, Daher-Socata, Embraer, Epic, Lancair, Piaggio, Pilatus, Piper, and Quest.

Also today: At 2:30 the EAA Wel-come Center presents a seminar and retrospective providing insights into the design, operation, and mainte-nance of the engine.

And P&WC will deliver its 80,000th engine—a PT6A-60A—to Beechcraft, the launch customer that took delivery of the very first PT6. The -60A powers the King Air 350i.

As part of the weeklong golden anniversary celebration, at KidVenture Campus the company has a PT6 engine and boroscope on display, so youngsters can examine the interior of the engine without dismantling it, just as mechanics do. Throughout the week the Skyscape Theater at the EAA AirVenture Museum will screen a PT6 documentary series, The Legends Behind the Legend, featuring the pioneering engineers who developed the engine, the sixth design their project produced (hence the PT6 name).

Additionally, a new video P&WC created for the anniversary is be-ing shown on the Jumbotrons on the show grounds.

On Monday the company launched its e-store on PT6 Nation, the engine’s dedicated website, offering merchan-dise to the 40,000 PT6 Nation fans and followers. It also unveiled a cus-tomer service mobile application de-signed to provide the world’s PT6 op-erators with instant access to a variety of services.

Yesterday the company announced a new engine modification program with Blackhawk Modifications of Waco, Texas, which has STC programs to upgrade the PT6 engines on a vari-ety of legacy King Air and other turbo-prop aircraft.

On Thursday the company is spon-soring a table at the Gathering of Ea-gles, offering for auction a VIP trip to the Montreal F1 Grand Prix valued at $15,000. On Friday the company will participate in the press conference for Disney’s new animated movie, Planes, screening that night; Dusty the crop duster, the animated film’s star, is pow-ered by a PT6.

“Operators find better ways to use the PT6 engine than we anticipate,” said Nicholas Kanellias, P&WC’s gen-eral manager of general aviation pro-grams. “People have found ways to put them in cars, boats, and trains, as well as airplanes.

“It’s fun being part of that.” Meanwhile, many owners of piston-

powered aircraft in the 300- to 500-hp category dream of having a turboprop aircraft of that power range. P&WC is working on such engines, but the tech-nology is currently in the demonstra-tor phase, Parisien said. “It’s not ready for launch by any means. We’ll see where that leads.”

Founded in 1928 and based in Lon-gueuil, Quebec, Canada, today P&WC produces turboprop and turbofan en-gines covering power ranges up to 20,000 pounds of thrust. (Sister com-pany Pratt & Whitney, based in Hart-ford, Connecticut, produces turbo-fan engines above 20,000 pounds of thrust. Both are subsidiaries of United Technologies.) AVT

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8 AirVenture todAy

w hen Troy Woodland found himself overtaking an ul-tralight trike in the pattern

here at EAA AirVenture Oshkosh 2013 he simply slowed his airplane down to keep a safe distance. That is no mean feat considering he is fly-ing a light-sport aircraft that, in most cases, would require airspeeds well beyond the maximum speed of a trike just to stay in the air.

Low speed is not an issue for the Just Aircraft SuperSTOL. In fact, with flaps fully extended, and the auto-matic leading edge slats out, ground speeds below 20 miles per hour are easily attained. Add in a bit of a head-wind and zero ground speed becomes a real possibility.

Woodland and his partner Gary Schmitt already had plenty of success with their Escapade and

SuperSTOL: More slow, less rollstory and photo by randy Dufault

Troy Woodland of Just Aircraft arrives at the Ultralights runway in the SuperSTOL.

Highlander kit plane designs, but a dream of flying slower, landing shorter, and increasing the overall utility of the airplane brought the two to design what has become a very popular kit airplane.

Woodland’s flights of a factory demonstrator have become a popular attraction during fixed-wing flying sessions at the Ultralights runway. According to Schmitt, a conservative estimate of both takeoff and land-ing distances is less than 100 feet. And with an experienced pilot (like Woodland) aboard, dramatically less.

Considering both he and Woodland are nearing 1,000 hours of experience in the two factory demonstrators, it was interesting to hear Schmitt say, “We are still learning how to fly it. It’s nothing like anything else you have ever flown.”

SuperSTOL short takeoff tech-nique involves adding power, quick-ly raising the tail, and immediately lowering the flaps. The airplane quickly transitions to a high angle of attack and departs the runway. It is not unusual for the shock-absorbing tail wheel to touch the ground dur-ing the maneuver.

Short landings also involve high angles of attack. The leading edge

slats automatically deploy as the airplane slows—sometimes one before the other—and with the flaps down, the airspeed quickly falls to less than 40 mph. The addition of power slows the craft further and reduces the sink rate. The tail wheel often touches first and whatever sink rate remains is completely absorbed by the main gear’s long-throw shock absorbers.

A quick tap of the brakes stops any remaining forward motion and the landing is complete.

Just aircraft has tested the landing gear design to 4g. According to Wood-land, a landing made with a 900 fpm rate of descent results in only 2.5g. Such a landing would be unheard of in most airplanes, but the SuperSTOL design considers it normal.

The basic SuperSTOL kit is priced at $36,650 without large bush tires, instruments, engine, or paint. Typi-cal power comes from a Rotax 912s or 914 with one current builder plan-ning to install the 912is fuel injected version. A factory builder assistance program is available.

Inspiration for the high-lift wing came from a Helio Courier Schmitt once owned and includes a number of features not typically found in a light-sport kit wing. Builders can match the kit to their abilities with a choice of seven different levels of comple-tion from the factory.

“The wing is pretty complicated,” Schmitt said.

When asked if a factory-built S-LSA version would be available Schmitt answered, “We had planned to have that available early this year. But we have been overwhelmed and just have not had time to do it yet.”

Woodland is flying the SuperSTOL regularly here at AirVenture from the Ultralights runway.

Just Aircraft has two booths, No. 654 in the North Aircraft Display Area, and No. 959 in the Ultralights area. AVT

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10 AirVenture todAy

w ith 800 hp of GE M80 tur-boprop smoothly spinning its Hartzell prop, the Thrush

510G cleared a line of tall trees by scant feet as it smoothly swooped below from tree-top high to crop-top low and start-ed its 100-knot run across the farm field on a track toward the opposite treeline.

Those trees quickly grew taller in the windscreen before a bit of stick back pressure brought the Thrush into a quick, shallow climb inches over the trees; a quick bank right, another sharply left, roll out parallel to the track just flown, repeat.

Welcome to the world of agricul-tural pilots, the aerial applicators on whom farmers widely depend to help them fertilize and protect the crops that feed a world.

“The airplane flies easy because the pilots who work this get paid by the acre,” explained Thrush factory pilot Terry Humphrey. “They’ll fly 11, 12, sometimes 13 hours a day, often in rough environments.

“They need a workhorse that doesn’t work them.”

air support for farmersCrop dusting—“aerial applications” formally—is civil fast-moving, low-level air support for farmers; ag planes must excel at maneuverability, flexibil-ity, and efficiency.

Thrush Aircraft designed the 510G to meet those needs and employs the new-est contender in the world of turboprop power, the GE H80—an evolution of the Walter M601 developed after the Ohio company’s acquisition of the venerable Czech Republic engine maker.

Thrush designed the two-seater to train pilots in some of aviation’s most-demanding flying and it is virtually iden-tical to the single, save for that extra seat.

Thrush received the type certifi-cate for the single several months ago while continuing work on the two-place version. But this is no stripped-down trainer. Standing tall on its conventional gear, the two-seat 510G sports all the basic features of the sin-gle-seat model.

Those features include a 3-inch pipe fitting for pressure-filling payloads into a tank, which can deliver up to 66 cubic feet of dry chemicals or 510 gal-lons of liquids.

“Efficiency and speed—those are key when you get paid by the acre,” Humphrey said.

Center-line doors in the belly let the 510G serve as a water bomber for fire-suppression—and the maneuverable Thrush seems particularly suited for the job. “They can get this in and out of spots larger water bombers can’t,” Humphrey said.

“Depending on the job and the spray volume needed, these pilots may be landing every few minutes.” Other jobs, like low-volume spray for grasshopper suppression, can have them droning along for hours on a single load.

Regardless, the plane needs to han-dle either extreme with equal alacrity. Versatility is key. “These guys might by laying down dry applications on one field and wet on the next, and a couple of fields later, back to dry,” Humphrey explained.

Delivering the goodsIn some sample flying of the 510G by a crop-dusting novice, the aircraft showed itself to be responsive and ma-neuverable, but with a little less of the harmony pilots enjoy in more pedes-trian machines.

Large ailerons produce quick re-sponse with finger and thumb inputs; significant adverse yaw demands ac-tive and precise inputs to the large rudder, which delivered on par with the ailerons; anti-servo tabs on each aileron help keep the plane at the bank angle of choice with minimal work.

Pitch pressures increase proportion-ally as the pilot deviates from its trimmed airspeed, just as you want in a big air-plane that spends so much time descend-ing and climbing out of tight spots.

Both visual and audible stall warn-ings are standard, but the aerodynam-ic buffet preceding stall served as a wake-up call more insistent than any alarm clock.

Thrush 510G: Air support to help feed a hungry world, acre by acre By Dave higdon

The Thrush 510G demonstrates some of its capabilities for the audience at EAA Osh-kosh 2013 Tuesday.

Photo courtesy of Thrush Aircraft.

The stall break comes gently with no flaps—and not at all with full flaps. But the pilot must attend to the slip/skid ball or risk an undesired result. These were maneuvers sampled with the airplane light.

The 510G weighs in empty at a svelte 4,600 pounds. At its 10,600-pound maximum weight, Humphrey stressed that control pressures and responses are pretty much the same—just at higher speeds.

high-performance low-level flyingThrush’s 510G two-place is flying

the week at EAA Oshkosh to show off some of the traits that have already helped launch it toward sales success.

Last week China ordered 20, six of them the two-place model.

And its career of low-level, high-ef-ficiency work is just beginning.

“The dual 510G is a workhorse,” said Thrush President Payne Hughes. “We’re seeing it used for everything. I anticipate it will become one of our bestselling planes.”

With an ag plane as the hero in an upcoming movie and after years of watching Gene Soucy work out his Showcat, a converted Grumman Ag Cat, watching Thrush’s 510G do its stuff Tuesday serves as a reminder the importance of general aviation to putting food on our tables. AVT

Today, from noon until 3 p.m., College Park, presented by American Airlines, will be hosting a Job Fair for students seeking employment in the aviation industry.High school and college students and recent graduates are all invited to attend and network with a large number of businesses looking to fill aviation-related jobs.

This is not just an aspiring pilot roll call, as companies from across the aviation spec-trum will be present.Whether you’re interested in flying planes, the business side of aviation, mechanic work, or just want a job around aircraft, today’s Job Fair just might have something for you and your future.

Hey students! Don’t forget about today’s job fair

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EAA would like to thank our partners for their support in making your convention special

H H H H P L A T I N U M L E V E L S P O N S O R S H H H H

H H H H G O L D L E V E L S P O N S O R S H H H H

Daher-Socata H Aircraft Spruce & Specialty H Garmin International H Cirrus H GoPro H Hamilton Watches H Pratt & Whitney Canada H Sporty’s Pilot Shop

H H H H S I L V E R L E V E L S P O N S O R S H H H H

ICOM America Inc H Piper Aircraft Inc H Aviall Corporation H Embraer Executive Aircraft H Bose Corporation Motorola & Northway Communications H AeroShell H Poly-Fiber Inc H ICON Aircraft H Lincoln Electric Co

Sennheiser Electronic Corp H Aspen Avionics H Epic Aircraft H Gipps Aero H Goodyear Aviation Tires H Helicopter Association International John Deere H JP Instruments H Lightspeed Aviation H M&M’s H Nikon H Progressive Insurance

H H H H B R O N Z E L E V E L S P O N S O R S H H H H

American Airlines H Beech Aircraft H DTC Duat H Eclipse Aerospace H Embry-Riddle Aeronautical University H Foreflight H Quest Aircraft, Inc H Avidyne Corporation Hartzell Propeller H Lancair H Lyncoming H Honda Generators H MODS International H BRP/Rotax H Priceless Aviation H Riesterer & Schnell H Signature Flight Support

H H H H P A T R O N L E V E L S P O N S O R S H H H HOshkosh Corporation H AOPA H DiNelly Aerosystems H FedEx H Flying Eyes Sunglasses H HISTORY H Shell Aviation

The Wireless Store H Vichers Aircraft Company H Pepsi-Cola General Bottlers H Parker Cleveland Wheels & Brakes H Baron/XM WX Satellite Weather H jetAVIVA

H H H H S U P P O R T E R L E V E L S P O N S O R S H H H HStarr Companies H Baldor Generators H Concorde Battery Corp. H GE Aviation H Carrier Corporation H Glasair Aviation H Advanced Radiant Systems Inc/COOLSPACE H NATC H Oracular

Tempest H Magnum Power Products H GAMA H Wargaming.net H Ideal Crane H Wipaire Inc H GES Exposition Services H Arena Group H Salopek Golf Cart & Equipment Co. H Sensor Systems

c essna’s Monday morning press conference showcased new aircraft, congratulated a hard-

working intern, and ended with a monetary gift to EAA in support of Young Eagles.

Jodi Noah, senior vice president of Cessna Single-Engine/Propeller Aircraft, began the conference by ex-plaining, “Last year we showed you what we were going to do. This year we’re showing you what we did.”

First she introduced the company’s three new aircraft, the Grand Caravan EX, the Turbo Skylane JT-A, and the Cessna TTx.

Cessna currently has the Grand Caravans on tour all across the world and claims the aircraft “has generated worldwide interest in the Caravan line,” specifically citing that 13 were purchased in Africa before a demon-

stration model ever saw the continent.“We’re selling EXs like crazy,” Noah

said simply.The second craft, the Turbo Sky-

lane JT-A, has not yet been certified, but Cessna is confident it will be done by the third quarter of this year, with deliveries to follow.

The Jet A-fueled Skylane JT-A made a successful trans-Atlantic flight while burning approximately 30 to 40 percent less fuel than its avgas engine counterparts, according to Jeff Ums-cheid, business leader for the JT-A.

The all-composite TTx aircraft was built for “speed, performance, and utility” and is currently the fastest commercially produced and certified fixed-gear single-engine aircraft in the world, according to Cessna.

“The TTx has been exceptionally well received,” said Brian Steele, TTx

business leader. “Combine the leading performance with the intuitive touch-screen avionics and luxury interior, and you have a true market changer on your hands.”

After some brief notes on other aircraft, Noah changed gears and in-troduced Ryan Todd, one of seven aviation students involved in Cessna’s Discover Flying Challenge.

The program sends young avia-tors to different regions of the U.S. to promote not only the aircraft, but also its five charitable partners: American Red Cross, EAA Young Eagles, Special Olympics, United Way, and Veterans Airlift Command.

Todd won an award from Cessna for being the most involved with the pro-gram and best representing its goals.

Last, but as far from least as possible, Cessna awarded the EAA Young Eagles

program with a check for $100,000, saying, “We are incredibly proud to be able to support the EAA and the amaz-ing work they do helping shape the fu-ture of general aviation.” AVT

Planes, awards, and generosity from CessnaBy gary flick

Come see us Booth #444/445 July 29 – Aug 4 2013

Our commitment to ongoing investment in technologyand product development provides American Eurocopter customers with innovations in flight safety,reduced operating costs and improved environmental performance.

How to make helicopters that work better.

Thinking without limits

a quila, a well-known and long-established German certified aircraft manufacturer, pre-

miered the A211 model at EAA AirVen-ture Oshkosh 2013, available in the U.S. first through importer Southeast Aero.

Aquila, Italian for “hawk,” selected Southeast Aero after seeing its work with another German company, Ex-tra Aircraft. Southeast started selling Walter Extra’s creations 10 years ago and through this affiliation developed an appreciation for German engineer-ing and manufacturing. A year ago Gerd Muhlbauer of MT Propeller told the two companies, “You guys need to work together.” In turn, Southeast

Aero executives visited Aquila’s fac-tory and found a focused, committed team building quality aircraft.

Southeast Aero believes the Aquila will find its place in America as a dual-purpose aircraft: an excellent primary trainer on the one hand and a very user-friendly and economical personal aircraft on the other.

logical expansionAquila is located near Berlin, special-izing in lightweight fiber composite construction.

Aquila was established in 1995 near Berlin in Germany. The company has pro-duced more than 160 aircraft flying main-

Aquila debuts in U.S.

Aquila from Germany is debuting two versions of its A 211 in the U.S. market and has selected Southeast Aero as the first U.S. dealer.

By Marino Boric


ly in Western Europe, expanding recently into Eastern Europe and Australia.

Aquila sales have been spread equally between schools, clubs, and individuals.

The aircraft is German/EASA Part 21.17 certified, which differs consid-erably from LSA rules by requiring stronger structure and higher gross weights, and requiring a pilot medical.

The new models being shown at EAA AirVenture are the modernized versions of proven Aquila A210 air-craft that were introduced to the mar-ket at AERO 2013. Aquila showcased the A211, basically an A210 with a re-vised cowling, a redesigned and bigger spinner, and a new canopy. The A211 and a newly shaped hood give the VLA low-wing composite construction a new—distinctive—look.

Together with new wheel fairings the A211 features new wheels and brakes manufactured by Beringer in France. Cockpit revisions include a centrally positioned trim indicator, optional electronic engine monitoring, and improved ventilation.

proof in performanceAquilla also improved flight performance, shortening the takeoff distance over a 50-foot obstacle by almost 360 feet.

Aquila’s display at EAA Oshkosh in-cludes both the A211—the basic analog avionics trainer aircraft—and the more luxurious A211GX with a Garmin glass cockpit. These models are certified in Europe and are awaiting FAA valida-tion for day and night VFR, expected as soon as October.

The maiden U.S. ferry flight from St. Augustine, Florida, to Oshkosh a few days ago left the pilots with these im-pressions: First, they were impressed that they could load up the aircraft with fuel, two healthy guys, and a fair load of baggage and stay within weight limits. They also reported their delight at seeing 115-knot true airspeed flying at 4,500 to 6,500 feet MSL; perfor-mance remained comfortable at 7,500 feet over the Smoky Mountains.

They were “amazed” at being able to fly legs exceeding four hours on 24 gallons of fuel—and with comfortable reserves. AVT

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Veteran Don Jowett saluted the raising of a special American flag at 7:55 a.m. Monday in the Warbirds area. The flag flew over the USS Arizona at Pearl Harbor on December 7, 2011, 70 years after the attack that put the United States in World War II.

AirVenture goers who stayed late enough watch hot air balloons inflate on Phillips 66 Plaza Monday evening got a colorful eyeful.

Ever wonder what a Wildcat might look like after spending 60 years on the bottom of Lake Michigan? Find out at Thursday’s presentation.

phOTO By raNDy DufaulT

phOTO By freDerick a. JOhNseN

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For the iPad® on the App Store

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16 AirVenture todAy

Visit Us Here at the HAI HELI‑CENTER™

July 29 – Aug. 4, 2013 Booth #427-436

New This Year!Fly in and park in the new helicopter display and parking area.

HAIHELI-CENTER

HELICOPTER DISPLAYAND PARKING AREA

Visit our participating companies:American Helicopter

Society, International

Hazebuster Optics

Helicopter Specialties, Inc.

Helimission International

Hillsboro Aviation, Inc.

Midwest Helicopter Association

• See helicopters on display

• Learn how to transition from fixed‑wing to helicopter

• Talk to helicopter industry experts

• View the air show from the HELI‑CENTER observation deck (HAI members only)

• Have fun at the HAI HELI‑CENTER

Vietnam Veteran Appreciation Day Vietnam Vets: Stop By for Your Free Gift!

John & Martha King on Flying Helicopters Today, July 31, 4–5 pm

2013 EAA AirVenture Today Half-Page Ad.indd 1 7/19/2013 8:38:33 AM

An aircraft with a fear of heights—and ambitions to become a champion air racer. Dusty, the lead character in Disney’s new film Planes, faces just that challenge.

As a crop dusting agricultural aircraft high altitudes have never been part of his flying; he rarely sees 1,000 feet above the ground, instead skimming fields at crop-top heights, making pass after pass applying the fertil-izers and weed retardants farmers require to help their crops.

But he persists in his dreams, helped along by a tell-it-like-it-is forklift friend, Dottie, and fuel truck Chug, co-owners of Chug and Dottie’s Fill ‘n Fly, and encouraged by Bravo and Echo, two members of the Jolly Wrenches fighter squadron.

Disney’s Planes debuts Friday night at the EAA Fly-In Theater.

©2013 CIRRUS DESIGN CORPORATION. ALL RIGHTS RESERVED.

Learn about this fifth generation Cirrus from the engineering team that took the compromise out of flying.

get the whole storycirrusaircraft.com/innovation

unparalleled Safetyunmatched Capability

unrelenting innovationunbridled performanCe

uncompromised verSatility

Come see us at booth #183

pasT Bill BarBer awarD wiNNers2012 Matt Younkin2011 Rich & Dee Gibson2010 Steve Oliver & Suzanne Asbury-Oliver2009 Michael Goulian2008 Bud Granley2007 Dacy Family Airshow Team2006 Danny Clisham2005 Kent and Warren Pietsch2004 Bobby Younkin

2003 Jim LeRoy2002 AeroShell Aerobatic Team2001 Northern Lights Aero. Team2000 John Mohr1999 Dan Buchanan1998 Patty Wagstaff1997 Gene Soucy & Teresa Stokes1996 Wayne Handley1995 Bob Hoover1994 Bob & Annette Hosking

1993 Red Baron Stearman Squad.1992 Sean D. Tucker1991 Julie Clark1990 Leo Loudenslager1989 Jimmy Franklin1988 No Award1987 The French Connection1986 Eagles Aerobatic Flight Team

Skip Stewart to receive 2013 Bill Barber Award tonightSkip Stewart cuts the ribbon with his Pitts Prometheus.W orld Airshow News maga-

zine’s annual Bill Barber Award for Showmanship

will be presented to aerobatic per-former Skip Stewart, of Wheeling, West Virginia, Tuesday night at The-ater in the Woods.

Stewart, EAA 864349, is known worldwide for his innovative, high-en-ergy performances in his highly modi-fied Pitts biplane, Prometheus. A mas-ter at grabbing the audience’s attention with his spine-tingling tumbles, rib-bon cuts, and knife-edge passes, Stew-art has also been an innovator with multi-dimensional theme acts like the Tinstix of Dynamite routine and flying under a jumping motorcycle.

Stewart’s first forays into flight were through RC modeling. But it was the flying of 1990 Barber Award win-ner Leo Loudenslager that inspired him to set his goals high and eventu-ally pursue aerobatics.

He learned to fly while in college and quickly went into aerobatics. Stewart began his aviation career with a variety of jobs with commuter air-

lines and corporate flight departments and eventually saved up enough to buy a Pitts S-2A.

As many do, Skip started out in com-petition aerobatics before moving into air shows. After taking an airline job with a major overnight freight carrier, Skip was able to sell the S-2A and buy a stock Pitts S-2S. Over the years and through numerous modifications, the S-2S has morphed into Prometheus, his 400-hp muscle biplane.

Today Stewart is one of a handful of performers who flies worldwide—with shows in the United Arab Emir-ates, Australia, the Caribbean, and Latin America. He now has two Pro-metheus biplanes to help facilitate his wide-ranging schedule and has a new, custom-designed, all-composite bi-plane under construction.

The Bill Barber Award for Showman-ship began in 1986 and is awarded to air show performers or teams that have demonstrated great skill and show-manship. World Airshow News and the friends and family of the late Bill Barber present the award annually. AVT


phOTO By JiM frONeBerger

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The timeline for the SF50 Vision Jet presented by Cirrus President and COO Pat Waddick Monday shows the first customer deliveries of the craft occurring before the end of 2015.

Work is now underway building pro-duction components that will be as-sembled into three conforming aircraft. Those airplanes will prove out the flight characteristics and systems for produc-tion versions, and the first is expected to fly in the first quarter of next year.

Key to the jet’s production is a num-ber of new technologies Cirrus has ac-quired at its Duluth, Minnesota, and Grand Forks, North Dakota, manufac-turing facilities. Those include mas-sive fuselage lay-up molds, an auto-clave oven, and a robotic seven-axis

trim and drill station.“Investments like these ensure ex-

cellent quality, maximum efficiency, and repeatability in the manufacturing process,” Waddick said.

Cirrus also announced the selection of the SR22 as the pilot training aircraft for the Royal Saudi Air Force. Saudi Arabia represents the third national air force to select SR series aircraft as trainers. Cirrus CEO and co-founder Dale Klapmeier, who is attending his 30th consecutive Oshkosh, called the airplane one of the most popular train-ing aircraft in the world now.

The Cirrus Vision Jet verification vehicle will arrive here during the Tuesday afternoon air show and will be on display on Phillips 66 Plaza. AVT

As a sign of appreciation to its mem-bers, chapters, and volunteers, EAA decided to provide automatic entries to all eligible members for this year’s sweepstakes drawing, the 50th year the program has been coordinated by EAA Chapter 22 of Rockford, Illinois.

The grand prize for this year’s EAA Sweepstakes is a restored 1943 Boe-ing Stearman Model 75, with the work expertly done by Air Repair Inc. of Cleveland, Mississippi.

“This year, to help celebrate EAA Chapter 22’s incredible achievement over the past half-century, we wanted to really focus on member participa-tion,” said Elissa Lines, EAA vice pres-ident of donor and business relations. Air Repair agreed to build the aircraft for EAA, partially underwriting some of the costs, with a long list of added features

including a 300-hp Jacobs-R755-A2M engine, 24-volt electric system, and dual basic instrumentation.

Every EAA member living in the United States and Canada (except for Quebec) will have a chance to win the Stearman, which was selected as this year’s grand prize following a poll conducted among EAA’s membership.

New, renewing, and rejoining mem-bers are automatically entered 50 times into the sweepstakes. Automatic renew (AutoPilot) members receive 100 entries, and lifetime members re-ceive 250 entries. Members can im-prove their chances of winning by reg-istering up to 500 times at AirVenture 2013 at the sweepstakes booth located at the southeast corner of Phillips 66 Plaza. You can also enter online at www.EAA.org/sweepstakes. AVT

Cirrus on schedule for 2015 jet deliveriesstory and photo by randy Dufault

Cirrus is offering a limited number of Generation 5 SR22s with finishes inspired by its SF50 Vision Jet.

EAA aircraft sweepstakes: appreciation for the membership

What makes a LEGEND? It starts with an idea, it grows with

the PURPOSE to delight CUSTOMERS, and it’s born from VICTORY.

But the only legends that are truly worth celebrating are those that

carry on long after the first victory lap, where VISION, purpose

and success are ongoing. This is the legend of the PT6 engine,

and now it’s time for us to CELEBRATE 50 inspiring years

of turboprop INNOVATION.

The celebration is under way at Booth #2132 in Hangar B

20 AirVenture todAy

c raig Fuller, AOPA president/CEO, was presented with the EAA Chairman’s Award from

EAA Chairman Jack Pelton Tuesday for representing the essence of EAA in the highest standard.

The award was presented at Tues-day’s Stronger Together forum at the Welcome Center.

“Craig has worked tirelessly over the last five years as the leader of AOPA to protect and grow general avi-ation,” Pelton said. “As an active pilot he understands the general aviation environment as well as anyone.”

Fuller has been president of AOPA since January 2009 and has been very instrumental in creating stron-

ger bonds between AOPA and other aviation organizations like EAA and GAMA, as well as government regula-tors.

Fuller is no stranger to Washington as he worked on the White House staff from 1981-1989. He was also involved in public affairs in the private sector.

Fuller acts as publisher for AOPA Pilot and is a contributing writer to both the magazine and AOPA’s online content.

A pilot for more than 40 years, Fuller owns a Beechcraft Bonanza on which he logs about 200 hours annually.

Fuller was born into flying, as his father was an instructor in the Army

Air Corps during World War II. At 16, Fuller made a deal with his father to help him pay for half the cost of his flight training. He had his private pilot certificate a year later and also added an instrument rating.

With a firm background in aviation and government relations, Fuller has been a leader and a great help in the negotiations with the FAA regarding ATCs.

“He always worked to apply his common sense and a collaborative ap-proach to resolve many tough issues,” Pelton said.

“We salute his legacy and appreci-ate his working so closely with EAA over the past three years.” AVT

EAA Chairman’s Award presented to Craig FullerBy gary flick

O nce again leaders of seven of the major general aviation as-sociations gathered in the EAA

Welcome Center to discuss critical is-sues facing GA. The associations have united under the banner Stronger To-gether to cooperate in advocating for all of GA.

EAA Chairman Jack J. Pelton led the group that included AOPA’s Craig Fuller, Ed Bolen from NBAA, Matt Zuccaro from HAI, Tom Hendricks of NATA, Pete Bunce of GAMA, and Henry Ogrodzinski of NASAO.

Pelton kicked off the panel dis-cussion describing how the FAA surprised EAA with hundreds of thousands of dollars in charges for controller expenses at Oshkosh. Each association president described how their group was doing its best to sup-port EAA in objecting to the fees, and warning that charges for traditional FAA services must be resisted before they spread.

Zuccaro said that helicopter flying was increasing with a wide variety of missions. One of the major concerns for the helicopter industry going for-ward is a shortage of qualified rotary wing pilots.

GA associations Stronger Together

Bolen of the business aviation group said public perception was a concern. NBAA has a great deal of research that shows nine out of 10 top ranked com-panies all operate business airplanes.

Pelton and AOPA’s Fuller described how both groups are working hard to

attract new people to personal avia-tion. EAA’s Young Eagles and a new emphasis on supporting flying clubs by AOPA are important tools in slow-ing the decline in the pilot population.

Every association president on the panel thanked the members for con-

tacting their representatives in sup-port of aviation issues and pointed to recent success in Congress including a mandate to the FAA to simplify the certification rules governing light air-plane certification and passing the Pi-lot’s Bill of Rights. AVT

Appearing together at the Stronger Together forum Tuesday, (L to R) Jack Pelton, Craig Fuller, Ed Bolen, Matt Zuccaro, Tom Hendricks, Pete Bunce, Henry Ogrodzinski, and Mac McClellan. (Photo by Dennis Biela)

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They’re real people. True professionals. Part of a special force we call Team X – the guys who put the X factor in our Experimental class avionics. Long-time design and support engineers at Garmin, they’re also pilots and homebuilders (or soon-to-be ones). Which means they’re all about creating the kind of smart, cost-friendly avionics they’d want for their own aircraft. You can see the difference that makes in every G3X™ glass package Garmin offers. Starting at $4,375*.

For more information, visit Garmin.com/experimental

*MFR’s lowest suggested retail pricing at time of publication.

©2013 Garmin Ltd. or its subsidiaries

Meet TeamMeet TeamMeet Team

JohnRV-9A

SteveLong-EZ

MattRV-7

Joe“planning”

Tim“dreaming”

LeeRV-7


10:00 AM – ADS-B Academy: iPad and Portable Solution (GDL 39)

11:00 AM – aera portables: Flight planning and flying

12:00 PM – Flying with Upgrade Avionics: GTN 750/650 Series and G600/G500

1:00 PM – G3X System: New Autopilot, New Options, New Low Price

2:00 PM – ADS-B Academy: Installed Solutions (GDL 88/GTX ES)

10:30 AM – Weather in the cockpit: Your options and practical tips

11:30 AM – Fast Track ADS-B Academy: Installed and Portable Solutions (GDL 88/GTX ES/GDL 39)

12:30 AM – Garmin Pilot: Using the iPad to Plan, File, Fly

1:30 PM – GTN: Flying hands on with real world scenarios


Helping Wednesday end with a

BANG!Thank you Daher-Socata for your generous donation of the Wednesday Night Fireworks!


g reenWing International an-nounced that it will be taking orders for the eSpyder electric

single-seat aircraft at the EAA Air-Venture show this week in Oshkosh.

The eSpyder offers pilots the op-portunity to experience clean, quiet, affordable electric flying.

“GreenWing is excited to be mov-ing into production on the eSpyder,

and we anticipate that this is the be-ginning of the electric revolution in recreational flying,” said Eric Bartsch, president and founder of Chanute Consulting Group LLC.

Yuneec’s eSpyder E280 single-seat ultralight debuted at AERO 2012 in Germany, and it’s back in 2013 as what the company claims is the world’s first certified electric airplane.

GreenWing International taking orders for the eSpyder electric aircraftBy Marino Boric

The all-electric eSpyder on display in the Innovations Pavilion at AirVenture 2013.

With German DULV certification awarded in February the eSpyder pro-vides practical, affordable recreational flying with clean, quiet electric power. It combines a proven airframe design with the Yuneec 24-kW electric power system that can lift a 220-pound pay-load at an initial climb rate of 375 feet per minute. Maximum speed is 56 mph; economy cruise is 37 mph.

Flights as long as an hour are pos-sible, with a 30-minute reserve still available upon landing. Batteries can be charged in about two hours.

The typical cost per hour for electri-cal power in the United States is $1.60; the noise level is around 51 dB, far be-low any gas-powered plane.

The eSpyder will initially be sold as an experimental amateur-built kit in the United States, and it will be sold as a completed aircraft in Eu-rope, where it already holds German DULV certification.

GreenWing is focusing on delivering outstanding customer service to the early customers for electric aviation, before taking a larger number of orders.

To that end, initial deliveries (starting in the fourth quarter of 2013) will be initially limited to 25 aircraft in the European Union and 25 kits in the United States. Pricing will be 34,990 euros for the completed plane in Europe and $39,990 for the experimental kit in the United States.

Customers wishing to inquire about U.S. orders should contact Tony Settember at 909-917-5851 or [email protected]. Custom-ers wishing to inquire about E.U. or-ders should contact Mario Bahlouli at [email protected].

For more info, check out www.GreenWing.aero. AVT

24 AirVenture todAy

p atrick Mihalek has been draw-ing pictures of North American B-25s since he was 8, before he

even knew what they were.“My friends say aviation is in my

genes,” he says, laughing.After taking three or four Young

Eagles flights and being a four-time camper at the EAA Air Academy, Mi-halek dreamed of starting his own avi-ation museum, highlighted by a B-25J Mitchell bomber.

“I always liked the history part of aviation,” he explains. “It just fasci-nates me, and the B-25 is such a beau-tiful airplane….”

Mihalek, now 30, is one big step clos-er to that dream. On July 14, he brought home the airframe of the B-25 Sandbar Mitchell after recovering it from Alas-ka where in June 1969 it crash-landed on a sandbar in the Tanana River three miles outside Fairbanks.

The firefighting pilot lost both en-gines on climb-out. He was able to jet-tison the load of retardant, and photos taken at the time depict a fairly intact B-25J at rest on the bar.

The U.S. Air Force originally flew the plane from 1944 to 1959. Its final USAF service was as a TB-25J trainer, serving at Vance AFB, Oklahoma, and

Drawing on a Passion for B-25sPatrick Mihalek’s Sandbar Mitchell

Patrick Mihalek shows off a plaque he is selling to help fund the B-25 Sandbar Mitchell restoration project. (Photo by Frederick A.Johnsen)

If you’d like to learn more about the B-25

restoration project or buy a special B-25

T-shirt, you can find Patrick Mihalek at

night in camp scholler. his campsite is

located at the intersection of stits and

Cottonwood streets. For more information,

go to www.SandbarMitchell.org.

By Barbara a. schmitz and frederick a. Johnsen

in Texas, Mihalek has learned. In the 1960s it became a fire-suppres-

sion bomber, Tanker No. 8, in Alaska.Mihalek says he learned of the B-25 as

a college student. “Instead of going out to the bars, I’d sit home and go through CAP records for airplane wrecks. That’s how I stumbled across it.”

Recovering it wasn’t easy, especially on a “Ramen noodles budget,” Mihalek says. Throughout the decades, the is-land had become tree-covered, and the only way to get there was by a he-licopter or airboat. While the weath-er meant the plane stayed in decent shape, vandals weren’t quite as kind to the plane; they shot holes in it or took “souvenirs” with them, including cut-ting off her outer wings, forward and aft sections.

But after a final inspection in April 2013 showed the plane was worth sal-vaging, Mihalek and his crew of 14 vol-unteers arrived in Alaska on June 25, complete with the permits needed to retrieve the relic, piece by piece.

The first few days were spent clear-ing out a path to the warbird and build-ing stands that would allow them to lift it out of the sand. They also dug it out of the sandbar and disassembled the plane until only the 2,000-pound cen-ter remained. The thought was to build a wooden skid and then slide it out once the river was frozen in January.

But thanks to publicity from the res-cue, a construction firm donated the use of their helicopter, which lifted up the aircraft and took it back to their work area. The story of the rescue will be featured on a new TV show called The Restorers, Mihalek says; they will be episode two.

Mihalek estimates the restoration will take 10 years and $750,000 to complete. “I’ve found two other B-25s that have also been abandoned, so we’ll be going after those as well. That would permit us to use those parts on the Sandbar Mitchell.”

It’s his hope that Sandbar Mitchell can be renovated to flying shape with as many original parts as possible.

“It’s taking some resourcefulness

to get parts,” he says, noting that he found a nose section on eBay.

He already has a complete Ben-dix top turret and plans to revert the Sandbar Mitchell back to its World War II bomber configuration. With characteristic cleverness, Mihalek has already picked out the markings he will apply to the finished restoration. In homage to this B-25’s civilian career as an air tanker known by the alphanu-meric designator 8Z, Mihalek says he plans to invoke the identifiers used by the 340th Bomb Group to keep 8Z on the tail, coupled with the newer nick-name of Sandbar Mitchell.

Mihalek works during the day at Leg-ends of Aces Aviation, a Brighton, Mich-igan, restoration company that special-izes in vintage, classic, and World War II aircraft. He founded the company after graduating in 2007 with a bach-elor’s degree in aviation maintenance technology and a certificate in comput-er aided design from Western Michigan University’s College of Aviation.

Then, at night, he and about five to seven volunteers work on restoring Sandbar Mitchell. They are doing the restoration in parts and are hoping that someone will help fund the restoration.

His credentials for rebuilding a B-25 include previous restorations of a PT-22 and ongoing work on four North American NA-64 Yale trainers. “I’ve always liked North American prod-ucts,” he explains.

He plans to store the plane in his newly formed museum, Warbirds of Glory Museum in Brighton.

“Being 30 is an advantage,” he says. “No one else my age is trying to do this … and I know I can do this because of my determination and passion.” AVT

7+7+7=1 Great Deal.Get extended seven-year warranties on King Air engines, airframes and avionics.

Sign a deal on any new King Air C90GTx, 250 or 350i before August 31, 2013,* and we’ll extend the fi ve-year warranties for the Beechcraft airframe, Pratt & Whitney Canada PT6A engines and the Rockwell Collins ProLine 21™Collins ProLine 21™Collins ProLine 21 Avionics by two years. That means you get a full seven years on all three.

And if you own a King Air that’s ten years old or less with an excellent inspection history, Beechcraft is actively seeking out aircraft like yours. Don’t miss your opportunity to trade in and trade up to a new King Air today.

Visit us at Beechcraft.com. For more information, please call: U.S. and the Americas +1.316.676.0800EMEA +44(0) 1244.523.803 • Asia-Pacific +65.6423.0321

B A I L E Y L A U E R M A NBeechcraft CEO KingAir 250Beech131661Pub: AirVenture Today Color: 4-color Size: Live 10" x 12.75", Trim 11" x 13.75", Bleed 11.25" x 14"

*Must take delivery no later than December 31, 2013 to qualify.©2013 Beechcraft Corporation. All rights reserved. Beechcraft and King Air are the registered trademarks of Beechcraft Corporation.

Beech131661 7-7-7_AirVenture Today.indd 1 7/18/13 8:36 AM

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3.25x10.5 ad 2.pdf 1 7/19/2013 1:04:01 PM

T he BRP Rotax long-term partner TL Elektronic was chosen to supply a Rotax-approved digital engine monitoring system (EMS). Lockwood

Aviation Supply announced its appointment as the U.S. distributor for the Rotax EMS Integra for the new fuel-injected Rotax 912 iS.

The Rotax EMS (part number 886 859) features a 7-inch color LCD screen pre-configured to dis-play all information that Rotax wants users to see for proper operation of the 912 iS. It integrates all primary engine instruments including engine tachometer, fuel flow, fuel pressure, exhaust gas temperature, cylinder head temperature, oil and water temperature, fuel level, voltmeter, amme-ter, timer, throttle position, ambient air tempera-ture, and more.

“With the Rotax brand you can be assured that the unit has been fully tested and approved to work

flawlessly with the new CAN bus interface includ-ed with the fuel-injected Rotax 912 iS,” said John Hurst, director of sales and technology for Lock-wood Aviation Supply.

The Integra EMS is delivered with mounting frame, backup battery, manuals, warranty card, and connectors set. Optional sen-sors include fuel pressure (recommended for the 912 iS), ammeter shunt, and fuel level sensors. Sug-gested retail price for the Rotax Integra is $3,348.

“Our customers can now enjoy peace of mind and the superior compatibility provided by a genu-ine Rotax engine monitoring system to interface with the 912 iS integrated computer,” Hurst said.

The Rotax EMS Integra will be at the Lockwood display at AirVenture Oshkosh 2013, Hangar B, Booth 2008.

For details visit www.Lockwood.aero. AVT

BRP Rotax adds new warranty programs

B RP announced to the LSA community and Rotax engine owners its latest series of war-ranties, starting with a little REST.

That is, the Rotax Extended Service Terms, two new warranties that show the confidence the com-pany has in its new engines.

BRP plans two new warranty extension pro-grams for owners of a 912 engine:

The 1-Year Plus program that includes a one-year warranty extension or 200 additional flight hours, whichever comes first, and the Full TBO program that covers three years reaching the TBO or 2,000 flight hours, whichever comes first.

This program will be offered to all customers who have a four-stroke Rotax engine that is already covered by a warranty. Further details about the REST program will be released on October 1, and it will be effective from that date on.

With more than 170,000 Rotax aircraft engines

sold in almost 40 years, Rotax aircraft engines dom-inate the light-sport and ultralight aircraft market.

Of these 170,000 units, more than 46,000 are four-stroke engines of the popular Rotax 912/914 family.

With 19 authorized distributors and a network of more than 200 sales and repair centers support-ing customers worldwide, BRP supplies engines to more than 80 percent of all aircraft manufacturers in its segment.

Look for more at www.FlyRotax.com. AVT

Lockwood appointed distributor for Rotax EMS IntegraLargest U.S. Rotax service facility now represents engine instruments

T his year’s National General Aviation Awards presentation ceremony will be at AirVen-ture’s FAA Safety Center beginning at 11:15

a.m. on Thursday. Representing the FAA will be Barry Cooper, Great Lakes Region administrator, while Greg Feith, 20-year veteran of the NTSB, will represent the GA industry and co-host the awards presentation.

2013 GA awards recipients include Bill Fifles, of Honolulu, Hawaii—Aviation Maintenance Technician (AMT) of the Year; Bruce Lundquist, of Willis, Michi-gan—Avionics Technician (AVN Tech) of the Year; Dean Eichholz, of Soldotna, Alaska—Certificated Flight In-structor (CFI) of the Year; and Master CFI Mark Mad-den, of Anchorage, Alaska—FAA Safety Team (FAAS-Team Rep) Representative of the Year. AVT

National GA Awards presentation Thursday at FAA Safety Center


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Wednesday, July 31

7:00 aM - 9:00 aM Powered Parachutes (Performance), Ultralight Runway7:15 AM - 7:45 AM Fellowship of the Wing (Special Event), Fergus Chapel7:30 AM - 8:30 AM Homebuilders Donut Day (Special Event), Homebuilders Headquarters8:00 aM - 9:30 aM Power Walk (Activity), Michael Toft, Theater in the Woods8:00 AM - 4:00 PM Craft Activity (Art & Crafts), Craft Tent8:00 aM - 5:00 pM Vintage Type Clubs (Forum), Vintage Hangar8:15 AM - 8:30 AM Daily Weather Briefing (Forum), EAAM Welcome Center8:30 aM - 9:30 aM Social Media (Forum), Hal Bryan, Chapters & Young Eagles8:30 AM - 9:45 AM How Innovation Happens (Forum), Carl Dietrich, Innovations PavilionCooling the Jabiru 3300 (Forum), Robert Gutteridge, Pavilion 1Corvair Conversions (Forum), William Wynne, Pavilion 2 GAMAPropellers for Homebuilts (Forum), Brian Meyer, Pavilion 3 SennheiserAerial Photography (Forum), David Rodwell, Pavilion 4Into Thin Air (Forum), Dr. Robert Achtel, Pavilion 5 HAIHigh Angle of Attack (Forum), Sonja Englert, Pavilion 6 JP InstrumentsMy Engine’s Making Metal (Forum), Mike Busch, Pavilion 7 Honda AircraftSmart Aircraft Insurance (Forum), Jim Anderson, Pavilion 8 NATCARotax 912 Review (Forum), Phillip Lockwood, Pavilion 9 Honda GenFabric Covering 101 (Workshop), Pavilion 10 Poly-FiberIn the Eye of the Storm (Forum), Kirk Lippold, Pavilion 11 BRP/RotaxBuilding your Switchblade (Forum), Sam Bousfield, Pavilion 3 SennheiserSheet Metal 101 (Workshop), Sheet Met-Aircraft SpruceTIG Welding 101 (Workshop), TIG Weld Lincoln ElecElectrical System Install (Demo), Robert McLaughlin, AeroPlane FactoryComposite 101 (Workshop), Composite WorkshopTIG Welding Alum/S.S. (Forum), Wyatt Swai Workshop Class 1Gas Welding 101 (Workshop), Gas Welding WorkshopZenith Sheet Metal Basics (Forum), Sebastien Heintz, Workshop Class 2FAAM Medical Certification (Forum), Dr. Gregory Pinnell, FAAM Aviation Safety CtrGetting Started in UL (Plane Talk), Timm Bogenhagen, EAAM Welcome CenterSR-71 Blackbird (Forum), Richard Graha Vette TheaterSpirit of Aviation (Movie), Skyscape Theater8:30 AM - 10:00 AM Engine & Magneto Hints (Hints for HB), Dick & Bob Koehler, HB Hangar Aircraft Spruce8:30 AM - 10:30 AM Wood Construction 101 (Workshop), Wood WorkshopAnnual Membership Meeting (Meeting), Theater in the Woods8:30 AM - 12:30 PM Metal Shaping (Workshop), Dave Wenglarz, Vintage Hangar8:30 aM - 5:00 pM Timeless Voices (Interview), Timeless Voices TheaterAircraft Restoration (Demo), AeroPlane Factory9:00 AM - 11:00 AM Sky King Volume 4 (Movie), Flying CinemaTurrent Tales (Author’s Corner), Judie Oh and Doug Ward, EAAM Wearhouse9:00 AM - 12:00 PM Ultralight & Light Planes (Performance), Ultralight Runway9:00 AM - 4:00 PM Replica Fighters Forums (Forum), Replica Fighters HQ9:30 AM - 9:45 AM Flight Gear (Showcase), Warbirds In Review9:45 AM - 10:00 AM Singer Theresa Eaman (Special Event), Warbirds in Review9:45 AM - 10:45 AM NTSB GAM Safety Alert (Forum), NTSB, Federal Pavilion10:00 AM - 10:30 AM Meet Michael Goulian (Autograph), EAAM Welcome CenterLegends and Guests at KidVenture, Dale Klapmeier, Cirrus Aircraft, KidVenture Legends & Guests10:00 AM - 10:45 AM “Come In Voyager One” (Forum), Dick Rutan, Bendix/King Pavilion, ADS-B Academy: iPad (Forum), Garmin, Garmin Hangar Tent 1 10:00 AM - 11:00 aM Chapter Video Magazine (Forum), Brady Lane, Chapters & Young EaglesHand Prop Your AC (Forum), Vintage Red BarnP-40, B-25 & A6M2-21 Zero (Forum), Texas Flying Legends Museum, Warbirds in ReviewReturn of Champions (Activity), Phillips 66 PlazaVintage (Workshop), Vintage Hangar

PreSentAtion SCHeduLe

28 AirVenture todAy PreSentAtion SCHeduLe

©2013 A&E Television Networks, LLC. All rights reserved. 0000.

HERE AT AIRVENTURE!

HISTORY.COM/COOKOUT

Check out additional tour stops and event dates on:

© 2013 A&E Televisions Networks,rks, LLC LLC. All Rights Reserved. HISTORY, the the HISTORY “H” logo and the HISTORY Cross-Country Cookouokout logo are trademarks of A&E Televisionsions Networks, LLC. 0740

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10:00 AM - 11:15 AM LSAM vs. Canadian UL (Forum), Ed Lubitz, EAAM CanadaState of the Fleet (Forum), Dennis Wolter, Pavilion 1Repairing Piper Ribs/Wing (Forum), Paul Babcock, Pavilion 2 GAMAMaking a Flying Club Work (Forum), Ed Gilroy, Pavilion 3 SennheiserSubSonex Jet (Forum), John Monnett, Pavilion 4The DAR inspection (Forum), Joe Gauthier, Pavilion 5 HAICarbon Cub EX Kits (Forum), Mitch Travis, Pavilion 7 Honda AircraftGood /Bad Design Features (Forum), Jim Bede, Pavilion 8 NATCASo You Want to Build a RV (Forum), Ken Scott, Pavilion 9 Honda GenFlying the DC-3 (Forum), Jon Goldenbau, Pavilion 10 Poly-FiberAircraft Ins. Mumbo-Jumbo (Forum), Bob Mackey, Pavilion 11 BRP/RotaxPober Aircraft (Forum), Ken Terrio, Tim Gallagher, et al., Workshop Class 1CNC Foam Cutter (Forum), Scott VanderVeen, Workshop Class 2Risk Mgmt Decision Making (Forum), Greg Feith, FAAM Aviation Safety CtrWright Bros vs G. Curtiss (Forum), Russell Klingaman, Vette TheaterForever 39 Amelia Earhart (Forum), Betty Darst, Hilton TheaterWhy Get into Competition? (Forum), Patty Wagstaff, Aerobatics Pav - IAC HQHomebuilts in Review-Thorp T-18 , Lee Walton, HB Hangar Aircraft Spruce10:30 AM - 11:15 AM Meet Nicolas Ivanoff (Autograph), EAAM Welcome CenterWeather in the Cockpit (Forum), Garmin, Garmin Hangar Tent 2 10:45 AM - 11:15 AM Avoiding Thunderstorms (Forum), Tim Halbach, Federal Pavilion11:00 AM - 11:15 AM Aeronautical Oddities (Movie), Flying Cinema11:00 AM - 11:30 AM Vintage In Review (Forum), Ray Johnson, Vintage Red BarnLegends & Guests at KidVenture, Pete Bunce & Build AM Plane Kids, KidVenture Legends & Guests11:00 AM - 11:45 AM AOA in General Aviation (Forum), Paul Hathaway, Bendix/King Pavilion, Aera Portables (Forum), Garmin, Garmin Hangar Tent 1 11:00 AM - 1:00 PM Wood Construction 101 (Workshop), Wood Workshop11:00 AM - 2:00 PM Stewart System (Demo), UL Tech TentFeatured Aircraft Display (Activity), Phillips 66 Plaza11:00 AM - 3:00 PM Life is a School/Lindy (Author’s Corner), Kermit Weeks, EAAM Wearhouse11:15 AM - 11:45 AM It’s Gotta be a Jenny (Movie), Flying CinemaAviation Weather Center (Forum), Ed Holicky, Federal Pavilion11:30 AM - 11:45 PM Legends & Guests at KidVenture, Ed Bolen NBAA, KidVenture Legends & Guests11:30 AM - 12:15 PM Fast Track ADS-B Academy (Forum), Garmin, Garmin Hangar Tent 2 11:30 AM - 12:30 PM Hosting the Ford TriMotor (Forum), Cody Welch, Chapters & Young Eagles11:30 AM - 12:45 pM How Innovation Happens (Forum), Alan Klapmeier, Innovations PavilionEngine Failure (Forum), Lynnwood “Woody” Minar, FAAM Aviation Safety CtrCanada - MD-RAM Inspection (Forum), Jack Dueck, EAAM CanadaStairway to Heaven (Forum), Murry Rozansky, Pavilion 1Aircraft Paint with Latex (Forum), Malcolm Morrison, Pavilion 2 GAMAUnderstanding AN Hardware (Forum), Tom Holt, Pavilion 3 SennheiserSeaplanes 101 (Forum), Steve Robinson, Pavilion 4Choosing Avionics & EFIS (Forum), Stein Bruch, Pavilion 5 HAIZenith Kit Aircraft (Forum), Sebastien Heintz, Pavilion 6 JP InstrumentsMinimalist or Maximalist? (Forum), Mike Busch, Pavilion 7 Honda AircraftSelf-Fly Vacations (Forum), Clare McEwan, Pavilion 8 NATCAGlasair’s New A/C (Forum), Chris Strachan, Pavilion 9 Honda GenMastering the Tailwheel (Forum), Budd Davisson, Pavilion 10 Poly-FiberADM & Advanced Simulation (Forum), Chris Johnson, Pavilion 11 BRP/RotaxJabiru Engines (Forum), Pete Krotje, Workshop Class 2Flying under a LODAM (Forum), Roy Beisswenger, Ultralight Forums TentB-17 Stories (Forum), H. Abrahamson, W.Meier, et al., Skyscape TheaterAerobatic A/C Equipment (Forum), Bill Bainridge, IAC HeadquartersWeight & Balance (Forum), Fred Keip, HB Hangar Aircraft SpruceiPad Use in the Cockpit, Robert Moss, Vette Theater

ENTER FOR A CHANCE TO WIN ONE OF 7 RIDEs FOR TWO

I Wanna Blimp Ride!

Every Day a New Chance to WIN A RIDE on the GOODYEAR BLIMP! Each day at AirVenture, we’ll draw a certificate for the winner and a guest to ride on the Goodyear Blimp. Fly over to Goodyear Aviation booth #B2131 to enter.

NO PURCHASE NECESSARY. Void where prohibited. Open only to legal U.S. residents 18 years of age or older. Subject to all federal, state, and local laws, regulations, and ordinances. To Submit entries and view complete rules and eligibility requirements, visit booth B2131 between 9 a.m. and 5 p.m. CST, 7/29/13 to 8/4/13. Odds of winning the prize depend on the number of eligible entries received. One (1) Winner will be selected by random drawing each day of Sweepstakes on or about 8 p.m. Limit one (1) Entry per person each day of the Sweepstakes. Limit one (1) prize per household. Rides take place at Goodyear Blimp bases in OH, FL, or CA. Transportation costs to base not included. By completing an entry form, participant agrees that Goodyear may send them product information, surveys and special offers, unless they select to opt-out.

www.goodyearaviation.com© 2013 The Goodyear Tire & Rubber Company. All rights reserved. Sponsored by

The Goodyear Tire & Rubber Company, 200 Innovation Way, Akron, OH 44316-0001.

Bring this completed entry form to booth B2131 for a chance to win!

Name

Address

City State ZIP

Todays Date

Phone Number To Notify

Email Address No thanks. I do not wish to receive product information, surveys, or special offers from Goodyear.

To view the Goodyear privacy policy, go to http://www.goodyear.com/legal/privacy.html.

NO PURCHASE NECESSARY. Void where prohib-ited. Open only to legal U.S. residents 18 years of age or older. Subject to all federal, state, and lo-cal laws, regulations, and ordinances. To Submit entries and view complete rules and eligibility requirements, visit booth B2131 between 9 a.m. and 5 p.m. CST, 7/29/13 to 8/4/13. Odds of winning the prize depend on the number of eligible en-tries received. One (1) Winner will be selected by random drawing each day of Sweepstakes on or about 8 p.m. Limit one (1) Entry per person each day of the Sweepstakes. Limit one (1) prize per household. Rides take place at Goodyear Blimp bases in OH, FL, or CA. Transportation costs to base not included. By completing an entry form, participant agrees that Goodyear may send them product information, surveys and special offers, unless they select to opt-out.

GOOD-AVID-0125_Goodyear Aviation 2013 AirVenture Ad.indd 1 7/18/13 12:48 PM

11:45 AM - 12:15 PM Brown Arch Dedication (Special Event), Brown ArchThe History of Seaplanes (Movie), Flying CinemaFlying LSAs to Bahamas (Forum), Mike Zidziunas, Federal Pavilion12:00 PM - 12:45 PM Moving to Glass (Forum), Ted Spitzmiller, Bendix/King Pavilion Flying Upgrade Avionics (Forum), Garmin, Garmin Hangar Tent 112:00 PM - 1:30 PM Int’l Flying RTN Lunch (Special Event), Nature Center12:00 PM - 2:30 PM Rotorcraft (Performance), Ultralight Runway12:00 PM - 3:00 PM Job Fair (Special Event), College Park12:15 PM - 2:15 PM Sky King Volume 14 (Movie), Flying Cinema12:30 PM - 12:45 PM Flight Gear (Showcase), Warbirds in Review12:30 PM - 1:15 PM Garmin Pilot with an iPad (Forum), Garmin, Garmin Hangar Tent 212:45 PM - 1:00 PM Singer Theresa Eaman (Special Event), Warbirds in Review1:00 PM - 1:45 PM Myths of Field Approvals (Forum), Jeff Simon, Bendix/King Pavilion G3X System (Forum), Garmin, Garmin Hangar Tent 11:00 PM - 2:00 PM How Innovation Happens (Forum), Len Fox Innovations PavilionFlight Simulators (Forum), Trevor Janz, Chapters & Young EaglesHand Prop Your AC (Forum), Vintage Red BarnP-51 Old Crow & Swamp Fox (Forum), Jack Roush and Robert Dickson, Warbirds in ReviewAvoid Being Intercepted (Forum), Kevin Roethe, Federal Pavilion1:00 PM - 2:15 PM On Folded Wings (Forum), Dr. Michael Weinstein, Pavilion 1Managing Risk (Forum), David Larson, Pavilion 2 GAMATips to Avoid Accidents (Forum), Michael Adams, Pavilion 3 SennheiserCalling Volunteer Pilots (Forum), Lindy Kirkland, Pavilion 4Navy Test Pilot and EAA (Forum), Matthew Menza, Pavilion 5 HAIiPad Takes Flight (Forum), Charles Schneider, Pavilion 6 JP InstrumentsWhat Is ADS-B? (Forum), Ashley Kelly, Pavilion 7 Honda AircraftFuel Alternatives for A/C (Forum), Tim Leslie, Pavilion 8 NATCAWindshields & Windows (Forum) George Mesiarik, Pavilion 9 Honda GeneratorsFabric Covering 101 (Workshop), Pavilion 10 Poly-FiberFlying to Alaska (Forum), Anthony Turinsky, Pavilion 11 BRP/RotaxSheet Metal 101 (Workshop), Sheet Metal, Aircraft SpruceTIG Welding 101 (Workshop), TIG Weld, Lincoln ElecComposite 101 (Workshop), Composite WorkshopFirst Flight in Your HB (Forum), William Posnett III, Workshop Class 1Gas Welding 101 (Workshop), Gas Welding WorkshopRapid Prototyping (Forum), Scott VanderVeen, Workshop Class 2Kings on Risk Management (Forum), John and Martha King, FAA Aviation Safety CtrBetter Half VW Engine (Forum), Leonard Milholland, Ultralight Forums TentPreventing GA Accidents (Forum), Charlie Precourt, EAA Welcome CenterWASP WWII (Forum), Bernice “Bee” Haydu, Vette TheaterIf You Can Dream It... (Forum), Dick Rutan, SpaceShipOne / VoyagerRed Tail Reborn (Movie), Adam White, Skyscape TheaterFalling With Style: Spins (Forum), Michael Church, Aerobatics Pav-IAC HQ 1:30 PM - 2:00 PM Legends and Guests at KidVenture, Chuck Aaron, Red Bull Helicopter KidVenture Legends & Guests1:30 PM - 2:15 PM GTN: Flying Hands On (Forum), Garmin, Garmin Hangar Tent 21:30 PM - 2:30 PM Ditching & Water Survival (Forum), Robert Shafer, Seaplane Base1:30 PM - 3:30 PM Wood Construction 101 (Workshop), Wood Workshop2:00 PM - 2:45 PM Wheels Up and Locked (Forum), Chuck Burkhead, Bendix/King Pavilion ADS-B Academy: GDL 88/GTX (Forum), Garmin, Garmin Hangar Tent 12:00 PM - 3:00 PM Vintage (Workshop), Vintage Hangar2:00 PM - 3:15 PM How Innovation Happens (Forum), Greg Cole, Innovations PavilionHomebuilts in Review-Little Toot Aaron Tippin, Tommy Meyer, HB Hangar Aircraft Spruce2:30 PM - 3:15 PM Stinson 108 Series (Forum), Larry Wheelock, Pavilion 10 Poly-Fiber2:30 PM - 3:45 PM FAA Approvals for Mods (Forum), Dennis Wolter, Pavilion 1

CAP WWII Anti-Sub Patrol (Forum), Roger Thiel, Pavilion 2 GAMAMaximizing Volunteers (Forum), Cara Russell, Pavilion 3 SennheiserPrecision Fuel Injection (Forum), Alan Jesmer, Pavilion 4Mountain Flying Safely (Forum), Bill Greenwood, Pavilion 5 HAISport Pilot Airspace A-Z (Forum), Jack Vandeventer, Pavilion 6 JP InstrumentsMeet the NTSB (Forum), Earl Weener Ph.D., Pavilion 7 Honda AircraftMooney Owners (Forum), David Marten, Pavilion 8 NATCASonex W&B Reality Check (Forum), Joe Norris, Pavilion 9 Honda GenAeroncas (Forum), Bill Pancake, Pavilion 11 BRP/RotaxEngine Dynamic Balancing (Forum), Archie Frangoudis, Workshop Class 13M Window Restoration (Forum), Steve Falteisek, Workshop Class 2A/C Owner Maintenance Pt 1 (Forum), Richard Peri, FAA Aviation Safety CtrOratex Aircraft Fabric (Forum), Lars Gleitsmann, Ultralight Forums TentPT6: Power Passion Legend (Forum), Giovanni Mulas, EAA Welcome Center2:30 PM - 4:00 PM Brake Pads, Wheel Bearing (Hints for HB), Dick & Bob Koehler, HB Han-gar Aircraft Spruce2:30 PM - 6:30 PM Wednesday Air Show 3:00 PM - 5:00 PM Aluminum Gas Welding (Workshop), Joe Maj, Gas Welding WorkshopLetters Home (Author’s Corner), Bernice “Bee” Haydu, EAA Wearhouse4:00 PM - 4:45 PM A/C Owner Maintenance Pt2 (Forum), Richard Peri, FAA Aviation Safety Ctr4:00 PM - 5:15 PM US WWII Fighter Aircraft (Forum), Tom Brinkman, Pavilion 1Stromburg Carburators (Forum), Bob Kachergius, Pavilion 2 GAMAPilot’s Bill of Rights (Forum), John Heida, Pavilion 3 SennheiserSynergy: How We Built It (Forum), John McGinnis, Pavilion 4A/C Lighting Solutions (Forum), Dean Wilkinson, Pavilion 6 JP InstrumentsNew Airman Cert Standards, David Oord, Pavilion 8 NATCA Form Aluminum Wing Ribs (Forum), Jim Martin, Workshop Class 14:00 PM - 6:00 PM Canadian Ice Cream Social (Special Event), EAA Canada5:00 PM - 7:00 PM Homebuilders Corn Roast (Special Event), Homebuilt Campground5:30 PM - 6:45 PM EAA Band Concert (Forum), Elton Eisele, Pavilion 7 Honda Aircraft5:30 PM - 7:30 PM VAA Annual Picnic (Special Event), Nature CenterYoung Eagles Award Dinner (Banquet), Eagle Hangar Mainstage5:30 PM - 8:00 PM F4U Corsair Fighter Pilot (Forum), Sid Siddiqi, Pavilion 16:00 PM - 8:00 PM Gathering Soiree Dinner (Banquet), Pioneer Airport6:30 PM - 7:30 PM Ultralight & Light Planes (Performance), Ultralight Runway6:30 PM - 8:00 PM Chasin Mason (Concert), Phillips 66 PlazaBringing the Shuttle West (Evening Program), Theater in the Woods7:30 PM - 8:00 PM Powered Parachutes (Performance), Ultralight Runway8:00 PM - 10:00 PM Night Air Show8:30 PM - 10:30 PM Skyfall (2012, PG-13) (Movie), Fly-In Theater

DAILY AIR SHOW LINEUPPerformers listed in tentative order of appearance (subject to change)

30 AIRVENTURE TODAY

Wednesday, July 31 - 2:30 p.m.Misty Blues Parachute Team, Rex & Melissa Pemberton (Edge 540 & Wingsuit), Joe Shetterly (RV-8), Seaplanes, Justin Lewis (BD-5J Microjet), Nicolas Ivanoff (Edge 540), Greg Shelton & Ashley Battles (Stearman wing walking), PT-6 Anniversary, Jim Peitz (F-33C Bonanza), Skip Stewart (Prometheus), Homebuilts Review, Greg Koontz & The Alabama Boys (Piper J-3 Cub), Art Nalls (Sea Harrier), The 4ce, Dusty from Disney’s Planes, Reno Air Racers, Chuck Aaron (Red Bull Helicopter), Michael Goulian (Extra 330SC), Doug Rozendaal (P-51C Red Tail), Warbirds, Texan Flight (T-6 Texan & T-6 Texan II), Michael Rambo (T-6 Texan II), Aaron Tippin (Little Toot)

TUESDAY, JULY 30, 2013 31

Enjoy the enhanced safety of head-up, eyes-forward flying, with the right information where and when you need it. The award-winning Rockwell Collins Head-up Guidance System (HGS™) delivers essential flight information and guidance for greater situational awareness through all flight phases. Add our synthetic and enhanced vision systems, and you have the best situational awareness tool ever created.

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RC_HGS Ad_Oshkosh_2013_9.75x11.indd 1 7/17/13 4:06 PM

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Come try them on!

Booth 816-817Located inside the main gate

to the right, on Mulva Way

Look for the Meyers 200D!

32 AIRVENTURE TODAY

Teens breaking record for flying solo around the worldBy Barbara A. Schmitz

Jack Wiegand became the youngest person to fly solo around the

world on June 29 at 21 years and seven days old. But it’s a record that he might not hold for long. Ryan Campbell is making his way around the world, too, and should finish this fall at age 19. The two EAA members met on the EAA AirVen-ture Oshkosh 2013 grounds on Monday. Wiegand, of Fresno, Cali-fornia, broke the record that was previously held by James Anthony Tan of Malaysia, who was 21 years and 344 days old when he took the ti-tle in May 2013. If Campbell, of Australia, finishes his trip in September as planned, he will be about 19 years and 8 months old. But while both Camp-bell and Wiegand say they undertook the journey to break the world record, it’s become secondary to the actual experience. “At first I did it for the record,” Wie-gand says. “But after awhile, it really was for the challenge and adventure.” Wiegand departed from California’s Fresno Yosemite International Airport on May 2 and flew 21,000 nautical miles while crossing three oceans, making 22 stops and visiting 12 countries in his family’s Mooney Ovation2 GX. Campbell departed Sydney, Aus-tralia, on June 30 in a Cirrus SR22 and plans to finish the trip on September 7. He will fly an estimated 24,000 nautical miles, making 28 stops in 14 countries. Although they took different routes in their circumnavigation of the Earth, they both say the experience is amazing and challenging. For Wiegand, perhaps the most challenging part was weather. Weather delays kept him from flying from Japan

across the Pacific Ocean to Alaska for more than three weeks. He also ran into a problem when he hit his first international destination at Iqaluit Airport in northern Canada. “I handed over my passport holder, but my passport wasn’t in it,” he says, laughing. “I had left in at home in the copy machine when I was making photocopies. It wasn’t a good way to start my international travels.” The passport was sent via UPS and Wiegand was able to continue on his in-ternational route. Campbell says he split his trip into sections; the first was to cross the Pa-cific, and the second was to make it to Oshkosh for the fly-in and convention. But the Pacific was challenging. “It’s hot, you’re on your own, and there is a whole lot of water,” he says. Campbell spent nearly two years preparing for the trip. He first e-mailed

several entrepreneurs and former around-the-world pilots in Australia, looking for help. After a month of e-mails, Ken Evers, the first Australian to circumnavigate the globe in an Austra-lian-designed and manufactured plane, agreed to mentor him. He then started all the other details that go into such a trip, including fundraising and sponsorship. Both say that was more difficult than they had imagined. The two round-the-world trips are meant to promote youth involvement in aviation. Wiegand has spent a lot of time speaking about his performance since he finished his trip, and Campbell has made it a priority at his stops, too. “The more people we can encourage, the better,” Wiegand says. Campbell agrees. “We need to pro-mote aviation and show young people that it is possible to fly.”

Ryan Campbell, left, and Jack Wiegand stand in front of Campbell’s plane at EAA AirVenture Oshkosh 2013. Campbell is in the middle of an around-the-world flight, and Wiegand just completed his flight.

Booth #210

See you at

WEDNESDAY, JULY 31, 2013 33

Flight Design selects Garmin for the C4 aircraft

Flight Design announced the selection of Garmin avionics for its new C4 all-carbon, composite four-seat light air-craft, along with the occupant-safety crashworthiness initiative. The C4 is based on the popular CT series, which has delivered more than 1,800 units in the last 25 years. “Garmin’s innovative glass cockpit avionics will enhance the capabilities and safety of the C4,” said Matthias Betsch, Flight Design president/CEO. “The ability to offer our customers features like angle of attack, dual air data heading reference system, and an autopilot control module along with an integrated glass cockpit at a com-petitive price makes the C4 an excep-tional value.” Added Carl Wolfe, Garmin’s vice president of aviation sales and market-ing, “We look forward to offering an integrated cockpit with features like synthetic vision technology and an inte-grated autopilot with a one-touch level button to restore the aircraft to straight and level flight to this class of aircraft.” C4 key features include the new Continental IO-360AF alternate fuels engine, conceived to “future-proof ” the C4, an advanced glass panel cock-pit, and an integrated, full airplane parachute system.

Like other Flight Design airplanes the C4 is designed for exceptional cross-country performance, too; the C4 is planned to have up to a 1,200 nautical mile range and a very high useful load of 1,320 pounds. Flight Design also announced an advance in pilot safety on Tuesday. Initiated by Norlin (Northern Lightweight Design Network) of Ham-burg, Germany, and with the C4 as tar-get project, development funding has been granted to the project Safety Box through the German Ministry of Eco-nomics and Technology. The project will identify realistic crash-design cases for the complete air-craft. Considering design constraints of real aircraft, a Safety Box concept has been developed. The concept will include dedicated energy-absorbing elements, as well as improved seat and restraint integration, on the basis of a crashworthy cockpit ergonometric and interior design. “This is a major step forward com-pared to today’s design philosophy, where elements are considered on their own, but not in concert as an integrated system,” said Oliver Rein-hardt, Flight Design technical direc-tor. The project involves multiple part-ners like HAW and iDS Hamburg for cabin design and system simulation; FIBRE Fiber Institute Bremen for de-velopment and tests of crash absorb-ers; Titan Prazis Mettalurgie GmbH for fire protection; CH Schneider for integration of seat and occupant re-straint systems; and Silence Aircraft for composite elements and crash ab-sorbers production. Flight Design integrates the sys-tem to the C4 aircraft overall design. The system will be developed in a way that allows subsequent integration to the other Flight Design aircraft models. It will also be available to other manufacturers as Flight Design will share the experiences in a suitable way within ASTM F37 and F44 com-mittee meetings. For more information visit Flight Design at Exhibit 83-87.

By Marino Boric, European Correspondent

Flight Design CEO Matthias Betxch explains the C4 project development.

34 AIRVENTURE TODAY

38 Education &Interactive Zone

Alumni and Industry Reception | Oshkosh | Friday, Aug. 2, 5 –7 p.m.

Join us at this reception to: • Talk to Dean Theodosios

Alexander, Sc.D. • Share your stories. • Find out what else is new and

exciting at Parks College. Drinks and hors d’oeuvres will be provided. No registration necessary for this free event. Call 314-977-8447 for more information.

EAA AirVenture 2013 OshkoshParks College Booth #38 in the Education and Interactive Zone

Piper Shows Off VIPs (Very Important Planes)

P iper Aircraft is featuring several VIPs—very important planes—ranging from trainer to top-of-the-

line turboprop at its display area (Booth 140-145/156-161) here at EAA AirVen-

ture Oshkosh 2013. The lineup includes the Team Chambliss Piper Meridian tur-boprop support aircraft used by air show ace Kirby Chambliss, as well as the Edge 540 aerobatic aircraft he flies in air shows.

Piper is also celebrating two historic first flights here at the show: the 60th anni-versary of the inaugural flight of the first twin-engine prototype Piper Apache (July 29), and the 30th anniversary of the first flight of the pre-production Piper Malibu (July 27). Said Piper President and CEO Simon Caldecott, “Piper today has been shaped to a large extent by these two memorable programs.” The 800th Piper Mirage, Piper’s pres-surized, piston-powered M-Class aircraft, fresh off the assembly line, is also on dis-play, along with two Piper Twin Class aircraft: a Seneca V and Seminole, both equipped with Garmin G1000 avionics suites, for which each model received a type certificate this year. Piper’s Trainer Class is represented by Archer 93UL, a modified Archer TX powered by 93 octane unleaded automo-bile gas, flown here from the company’s Vero Beach, Florida, headquarters.

The impressive display is reflective of the sales performance Piper Aircraft re-ported at its AirVenture press conference Monday. Continuing a steady three-year increase in sales, Caldecott said the com-pany delivered 86 airplanes and had rev-enue of $77 million in the first half of this year, versus sales of 76 aircraft and $69 million in revenue recorded for the cor-responding period in 2012. Revenue has grown each year since 2009, when it to-taled $87 million, reaching $149 million last year, which the company is on pace to best by double digits in 2013. “While we remain cautiously optimis-tic about the future, we are pleased with Piper’s overall improved performance tra-jectory for the past three and a half years,” Caldecott said. Chambliss, who’s performing here at Oshkosh, will be at the Piper exhibit to sign autographs and meet attendees on Wednesday and Friday morning.

By James Wynbrandt

The Piper Seneca V received certification for the Garmin G1000 avionics suite this year.


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36 AIRVENTURE TODAY

Around the FieldBob Christensen has been receiving a steady stream of visitors beside his 1960 Tri-Pacer. But during a quiet moment we spent a few minutes with him. He’s from Ashton, Idaho, and lives among some pretty spectacular scen-ery. “Southeastern Idaho. I’m 50 miles south of Yellowstone, and 60 miles west of Jackson Hole.” His home airport is Rexburg-Mad-ison County Airport (RXE). “Rexburg is small,” he says. “It’s a GA airport. There is a museum there. There’s war-birds there.” Bob says that some of Rexburg’s warbirds come here to AirVenture, and that Bob Hoover’s old P-51 is part of a private collection. “Usually on Saturday morning,” he says, “there’s kind of a little air show there just ‘cause they’re out there burn-ing lots of gas.”

Bob’s owned the 1960 PA22 Tri-Pacer for 14 years. “Originally it had a 150-horse engine,” he says, “but that got a little tired so I’ve had a 160 built up and put in.” He also had the prop re-worked for a better climb. “So it works pretty good.” Bob just retired from a career as a schoolteacher. During that time he worked part time as a pilot. Twenty sea-sons flying firefighting aircraft, and 22 years in a FedEx caravan. Flying during fire season is a partic-ular kind of life. “With the fires you’re a nomad. You kinda follow the season around. The airplanes would be based in a particular area, but if you’re needed then you’re gonna go. You go to work one day, and you might not come home for two or three weeks.” This is only Bob’s eighth or ninth time to EAA Oshkosh. “I didn’t start ’til,

By Jack HodgsonAn EAA chapter vice president, and a schoolteacher firebomber


like, 10 years ago. I didn’t realize what I’d been missing. I finally bit the bullet. One of my sons and I came out. And I’ve been coming ever since. “Over the years there’s a bunch of us short-wing guys who camp here. So we meet here every year to abuse each other. It’s a lot of fun.”

Shahar Golan and his son Roi are originally from Israel but they now live near Detroit. They fly their family 1958 Cessna 175 out of Mettetal Air-port (1D2).

They made the flight to Oshkosh on Sunday, when lots of people were re-porting a pretty bumpy ride. “We flew on the east side of Chicago. It was beau-tiful. But it was very bumpy. A little bit uncomfortable, but we made it.” Shahar is the vice president of his EAA chapter at Mettetal. EAA 113 has about 100 members. They hold multiple meetings throughout the month, one every Thursday evening, each focusing on a different theme or speaker. And on some Saturday mornings they’ll host a pancake breakfast.

The Cessna 175, which he bought two years ago, is very unique. “You don’t see many like this still flying,” he says. “Every airport when I land you can see people coming over and ask ques-tions because it’s different. It has a straight tail, which is unique for this type of airplane. And it’s

larger than the 172. It’s Cessna so it’s very stable, very safe.” He bought the 175 on eBay. “I offered $24,000, and in the end I won for $18,700. We’ve spent a lot of money on the airplane to fix and maintain it. I’m a mechanical en-gineer, and I have a friend who is an A&P, so together we worked on the airplane. It’s fun.” They’re on the lookout for a project plane. “My son is thinking maybe about a Sonex. We have a friend who built a Sonex. So we will see.” Shahar’s son, Roi (ROW-ee), is 13 years old and enters eighth grade in the fall. He hasn’t really started flight train-ing yet, but he has a few hours logged. This is Roi’s second time to AirVen-ture. He flew in with his dad last year. Although Shahar has been coming to the fly-in since 2008, this is his sec-ond year flying in. He has vivid memo-ries of the first time, last year.

“It was amazing. First of all I was very nervous, because with the NO-TAM and the procedures, it was a little bit nervous time. Compared to this year, when I understood all the meth-ods and the procedures, it’s so easy and it makes sense. “But I remember the first year. It’s like coming to heaven. With my own airplane, coming here, and camping un-der the wing, it’s like, oh mama!”

Enjoy Around the Field all year long at www.AroundTheField.net.Bob Christensen and his 1960 PA22 Tri-Pacer.

Roi and Shahar Golan camping under the wing of their 1958 Cessna 175.

38 AIRVENTURE TODAY

Join us Friday morning for a Women in Aviation, International Connect Breakfast.

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enthusiasts. This powerful group of women and men can

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Breakfast—8:00 am in the EAA Nature Center Pavilion.

Stop by our booth to get your breakfast tickets for the “early bird” price of $15,

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Discover more at www.wai.orgPoint your smartphone’s QR tag scanner here to find out more about WAI and join us online now.

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Join us at the EAA AirVenture 2013 Job Fair at College Park - July 31, 12 pm - 3 pm

New props leverage high-tech design at both ends of the market

No matter how many piston or turbo-prop engines one’s airplane has, their configuration, or the fuel used, there’s one common component: propellers. Despite how ubiquitous propellers are among general aviation, they vary quite a bit among airframes and manu-facturers. And the latest propellers in-corporate some high-tech features, for both large and small airplanes. At the low end of the airplane per-formance spectrum comes Sensenich and its line of ground-adjustable pro-pellers. Most recently, the company an-nounced a new prop designed specifi-cally for the Van’s RV class of aircraft, when powered by a Lycoming O-320 engine. The new propeller features the company’s proprietary airfoils on a semi-scimitar planform for improved takeoff and climb performance. Additional features for the compos-ite-blade prop include blade indexing, which means there’s no need for pro-tractors or other such tools. Instead, both blades achieve the same pitch, simultaneously, when adjusted. The company says changing pitch on any Sensenich ground-adjustable propeller “takes literally less time than it takes to remove the spinner.” The 18-pound propeller is available for $3,500 through Sensenich OEMs, retailers or direct from the factory. To

learn more, stop by Exhibit 4145-4157 in Hangar D, or visit www.Sensenich.com. At the other end of the performance spectrum comes Hartzell, with a new FAA-certified propeller designed with Raisbeck Engineering for aftermarket installation on Beech King Air twins. The companies say the Raisbeck/Hartzell Swept Turbofan Propeller is the first business aviation tur-bine propeller using practical swept-wing theory as an integral part of its design. It’s designed for the King Air 200 family of business turboprops. The new prop incorporates aluminum blades and hubs to keep both weight and cost to a minimum. Overhaul times are a high and generous 4,000 hours/six years, and propeller diameter has been increased to 96 inches—a full 2 inches larger than Raisbeck’s current offerings for the King Air 200/B200/B200GT family. But what are the benefits of incorpo-rating swept blades? According to the companies, they include slightly reduced perceived sound levels and increased low-speed performance. At high speeds, “improvements and reduction in cockpit and cabin noise are attributable to the swept-back blade design.” The 2013 price for a complete shipset of the new Swept Turbofan Propellers is $83,400. To learn more, visit Hartzell at Exhibit 1035-1037 in Hangar A or visit www.HartzellProp.com.

By Joseph E. (Jeb) Burnside


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40 AIRVENTURE TODAY

The warbird re-enactors delighted the crowd gathered as they painted invasion stripes by getting into character, including the occasional splash of paint, as they created a living tableau.

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42 AIRVENTURE TODAY

AIRCRAFT COVERS

From roads to runways: The Maverick flying carMonday afternoon, onlookers mar-veled as a car with Florida license plates and all took off, made its rounds, and landed flawlessly. Many in attendance were left with stiff necks and the “what is that thing?” face that we see so often at AirVenture. “That thing” was in fact the Mav-erick flying car, which has been FAA certified as E-LSA or E-AB and is also street legal as a kit car in most states. The Maverick is a speed machine on the road, equipped with a 190-hp engine and able to reach 60 mph in less than four seconds. Lift for the Maverick’s flying comes from a parachute-like canopy held off the ground with a deployed mast; af-ter landing the entire lift system stows away until needed. Think of a powered parachute mated to an enclosed dune buggy and you’ve got it. The airspeed is constant, at 40 mph, but with a full tank of fuel it can remain airborne for more than three hours. The vehicle has integrated con-trols, meaning it “drives like a car” even when in flight. It has three seats and can hold a load of 450 pounds (so

hopefully your third friend is skinny). As much potential fun as the Mav-erick has, production manager and for-mer farmer Steve Buer ensures that it is also a very helpful vehicle for many different fields of work. The concept started as a vehicle to help deliver people and supplies to remote locales in developing nations, then took off. So, in addition to its humanitarian and work roots, the Maverick has its recreational applications. “It’s very fun and light and off-road capable,” Buer said, “but also very practical for the right person. “Farmers and ranchers can use the machine to get a bird’s-eye view of their crop and cattle, and law enforce-ment can use it because of its very high speeds in off-road environments.” Beyond Roads LLC has recently been granted manufacturing rights for the Maverick, making it possible to produce the vehicle at a more afford-able cost. The Maverick exhibit is located by the Homebuilts area just shy of the P1 taxiway at Booth 629.

By Gary Flick

The Maverick flying car is on display at Booth 629.

PHOTO BY BRADY LANE


Fly-In TheaterSunday, July 28 – Saturday, August 3Enjoy the night like never before. Bring your blankets and lawn chairs and join us

for an evening of exciting aviation films, shown under the stars.

Presented by Ford Motor Company

Sunday, July 28th Octopussy

Monday, July 29th Iron Man 2

Tuesday, July 30th Skyfall

Wednesday, July 31st The Terminal

Thursday, August 1st The Avengers

Friday, August 2nd Planes Special pre-premiere screening of Disney’s epic air adventure

Saturday, August 3rd Those Magnificent Men in Their Flying Machines

Movies and dates subject to change due to scheduling conflicts.

Free shows begin at 8:30 p.m. daily, 9:30 p.m. on Wednesday and Saturday. Located at the north end of Doolittle Drive behind the Camp Store. Come and experience new movies as well as aviation classics. The popcorn is on us – enjoy!

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Enjoy AirVenture from the Sky! Take one of EAA’s Flight Experiences.

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Bell 47 Helicopter flightsSchweizer 333 Turbine Helicopter Premier Flights

Tickets for all flights can be purchased at the Welcome Center, Main Gate and

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44 AIRVENTURE TODAY

Your next medical certificate may be a lot easier and quicker to obtain

P ilots love to bash the FAA, and there’s always plenty of ammuni-tion. Recently, however, the FAA

made some changes to its policy on processing and approving special-issu-ance medical certificates, which could eliminate some pilot complaints—at least as they involve the medical certi-fication process. The new policy is called CACI, for Conditions the AME Can Issue, and au-thorizes an aviation medical examiner (AME) to issue a pilot’s medical certifi-cate on the spot if the pilot provides the proper documentation of certain, com-mon conditions requiring additional review. Yes, the documentation is still required, but it no longer has to be for-warded to the FAA’s offices in Oklaho-ma City, Oklahoma, where it can be lost or delayed. Under the new policy, a pilot’s AME can issue a normal-duration medical certificate the day of the examination, eliminating the delays and uncertainty of earlier policies and procedures. The change is something industry has long sought from the FAA, and EAA’s Aero-medical Advisory Council was heavily involved in bringing it about. “We are incredibly fortunate to have the Aeromedical Advisory Council at EAA,” Sean Elliott, EAA vice president of advocacy and safety, said when the new policy was announced. “These six AMEs are among the most experienced and respected doc-tors in the aeromedical business, and this announcement represents the cul-mination of several years of hard work on this policy they have done on behalf of our membership.” Not all possible medical conditions are included in this policy change, how-ever. The ones specifically included are arthritis, asthma, glaucoma, chronic hepatitis C, hypertension, hypothyroid-ism, migraine and chronic headache, pre-diabetes, and renal cancer. Accord-ing to EAA, the FAA is expected to in-clude additional diagnoses in the CACI program in coming months. Those diagnoses, according to Fed-eral Air Surgeon Fred Tilton, will in-

clude kidney stones, carotid artery stenosis, colitis and irritable bowel syn-drome, colon cancer, bladder cancer, leukemia, and Hodgkin lymphoma. Writing in the Federal Air Surgeon’s Medical Bulletin earlier this year, Tilton added that the new policy will “help us to reduce the time that other airmen ex-perience as they wait for us to approve their special issuances for more compli-cated medical conditions.” Tilton also wrote to the AME com-munity, “In the coming months, we will continue to refine the special issuance list, as well as find other ways to en-hance our certification process in our efforts to support you and the airmen you serve.” All of this is good news for pilots, and good news for EAA, whose efforts in representing its members in these and other areas continue paying off. But don’t fret: There always will be reasons for FAA bashing at your next hangar flying session. Thanks to EAA and CACI, however, the delays associated with special-is-suance medical certificates may not be one of them.

By Joseph E. (Jeb) Burnside


Rockwell Collins, Jepp pair on wireless electronic charts transfersRockwell Collins and Jeppesen this week announced a step forward in the 28-day cycle of updating the charts and plates on which we depend for our fly-ing: an agreement to automatically and securely transfer electronic charts via Wi-Fi and cellular networks via the avionics makers’ Ascend Aircraft In-formation Manager (AIM). It’s a welcome step to many a pilot. Pilots flying prior to 2010 remem-ber the world of paper charts, plates, and manuals and all its weaknesses—bulk, weight, and the pressure on tree populations. But most demanding—and time-consuming—was the need to file the new and discard the old every 28

days—the FAA’s 13-times-per-year up-date cycle. While the shift to digital eased the first three issues it left in place, it didn’t necessarily eliminate the need to update software databases and elec-tronic devices—hardly as arduous as the paper-based but still a time-con-suming process. Often installed avi-onics required comparatively archaic loading and transferring via various flash-memory cards through slots in the devices. It had its own complications. Rockwell Collins’ AIM ensures pi-lots flying behind Pro Line Fusion and Pro Line 21 equipped aircraft always benefit from the latest data.

These aircraft can wirelessly receive Jeppeson electronic charts, flight management system navigation, per-formance and V-speed databases, and checklist files. “Operators can be assured that their JeppView content will automatically be available when they need them,” said Greg Irmen, vice president and general manager, flight information solutions, cabin and electromechanical systems for Rockwell Collins. Through an Ascend AIM subscrip-tion service, flight departments can monitor the progress and confirm suc-cessful uploads by logging on to the AIM web portal. AIM also automatically sends e-mail

or text notifications whenever the air-craft’s databases require attention or when updates are loaded into the avion-ics, making record-keeping easier. “Expanding our relationship with Rockwell Collins using AIM technol-ogy provides a direct data connec-tion to the aircraft and enhances the customer experience,” noted Scott Reagan, Jeppesen’s director, OEM cli-ent management. “We will continue to further streamline and improve the manage-ment of information to and from the aircraft, leveraging the core strengths of both Jeppesen and Rockwell Col-lins to enhance data integration using AIM technology.”

By Dave Higdon

46 AIRVENTURE TODAY

Fifty years of PT6s and the EaglePratt & Whitney is celebrating the

50th anniversary of the PT6 tur-boprop here at Oshkosh. The PT6

is certainly the most famous and suc-cessful turboprop engine and it would be fair to say it is one of the most re-

vered engines of any type. The PT6 is a wonderful engine cel-ebrated for reliability. It also had the good fortune of being selected to power the Beech King Air, which is the world’s most successful turboprop. It’s impos-

sible to do the chicken and egg thing with great airplanes and engines, but it is a fact that good engines build their reputation powering good airplanes. And the other way around. Reliability of the PT6 is well documented. More than 51,000 engines in the PT6 family have been delivered and they have logged more than 380 million flight hours. That is 10 times more experience than the closest competitive turboprop engine. But those are facts. For pilots the PT6 is also a legend that is tied up in emotion. And the core of the legend is a bald eagle. The PT6 had the great advantage of entering the new world of light turbo-prop airplanes with a famous name be-hind it. And a famous logo. Thousands of pilots flying in the military or the airlines had bet their lives on round en-gines that also had a round logo. In the center of the logo was a bald eagle in flight. At the top is the name Pratt & Whitney. Under the eagle it says Dependable Engines. That certainly gets to the point. The bald eagle logo made its de-but in 1925. The logo was made from stamped bronze and painted with col-ored enamel. The plate was attached to the first Wasp engine, and every other Pratt engine through the decades, in-cluding the crucial World War II years. Veteran pilots were more than happy to fly behind any engine that had the bald eagle logo attached. When the PT6 came along, it had the eagle, and the new engine was welcomed as part of a revered family. If any pilot wondered if this new-fangled turbine would work, the round bald eagle plate on the engine removed any doubt. The bald eagle logo had a couple of minor changes over the years, and dur-ing World War II companies that built Pratt engines under license used their own versions of the eagle, but the look remained unmistakable. Then, in 1981 somebody at Pratt went off the rails. The company intro-

duced a new, stylized logo that looked sort of like the head of a bald eagle, but certainly not a bird in flight. And certainly nothing like the glorious and powerful image of the bald eagle so many pilots had come to trust explicitly. The uproar was instant and sus-tained. I never talked to a pilot who didn’t hate the new logo. It was a sin against all that was sacred in engine lore. But Pratt’s parent company United Technologies held firm—until at the Paris Air Show in 1987 the original bald eagle in flight logo was returned. The fight to restore the eagle had been won. At the time a friend who worked for United Technologies told me that the restored bald eagle logo was ac-tually much better than the previous. When the company could no longer withstand the pressure to return the eagle people inside took a close look at the logo. The eagle was actually a little ratty, and didn’t have good defini-tion of its feathers. So artists gave the eagle more anatomically correct fea-tures, and added more precise colors, and the new-old logo came out better than ever. Few pilots ever noticed that eagle in flight had been “improved.” The logo was back in its rightful place and any doubt that this was a “dependable en-gine” was banished. It is 50 years and counting for the PT6, but a lot more years for the eagle. And I expect both the PT6 and bald eagle to be flying long after I’m gone.

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48 AIRVENTURE TODAY

The fourth-gen Aeronca C-3

With some 60 hours in his logbook, Hayden Newhouse has never soloed an airplane with a nose gear. The fact that Hayden is 17 makes that extremely unusual. And to make the situation even rarer, some 50 of those hours are at the controls of the same airplane his great-grandfather, Richard Newhaus, taught budding pilots to fly in 82 years ago. Purchased new in 1931, the Newhouse (their last name was changed to an American spelling) Aeronca C-3 has now served four generations of a family with a long aviation heritage. Hayden flew the airplane here from its base in Freeport, Illinois. “At the time we owned Princeton Air-port, the first airport in New Jersey,” Hayden said. “And in 1934 my grandpa, who was the younger of the brothers, soloed the C-3 on his 16th birthday. He got his commercial and private in it.” He later latched on with American Air-ways and went right from this airplane to a Stinson trimotor. In fact, one of the exact Stinson airplanes Hayden’s grandfather Ray flew before mov-ing on to DC-3s is parked east of the VAA Red Barn close to where the C-3 is tied down. Eventually the Aeronca and the fam-ily parted. “The plane got sold with the airport and all the other airplanes,” Hayden said. “My family kept track of it over the years, includ-ing my grandpa. He went to visit it often. “When it came up for sale after being in storage for a number of years, we bought it back and restored it in the late ’80s and early ’90s. Then my dad started flying it.” Hayden’s introduction to the plane came as a child when his dad, Robert, taught him to taxi it. “I taxied it for five years until I was old enough to fly,” he said. “When I turned 16 I soloed in a Cessna 140 because it was win-ter. Just as soon as the weather got better I started flying this.” The red and yel-low C-3 is very much original. It does not have brakes and, at least when flying off grass, no tail wheel. The two-

cylinder engine develops 36 hp and has a single magneto. When asked what he liked about flying the airplane Hayden said, “Flyingwise, not much. It’s the history that keeps me in it.” And, he says, it’s cheap to fly, burning just two and a half gallons an hour. “In good weather it is a good air-plane. In bad weather I’d rather be on the ground,” he said. Any wind over about 6 knots is too much. Some of Hayden’s cross-country time in the C-3 includes trips to the Antique Air-plane Association Fly-In at Blakesburg, Iowa, and to a fly-in at Brodhead, Wisconsin. No work is planned right now for the little Aeronca. At some point Hayden would like to restore it to its original green paint scheme, and add back ad-vertising that included Newhouse Flying Service on the sides and Aeronca Agents on the bottom. Prior to that project Hayden must finish a Pietenpol restoration he has underway. The family is also in the midst of restor-ing a Travel Air that was part of the original Princeton Airport fleet. Eventually Hayden realizes he will have to fly airplanes with the third wheel in the front. “I have to in order to fly for a living,” he said. “I have about four or five landings in a Bonanza, and it’s just too easy. That’s why I fly taildraggers because it is constantly test-ing you. In a tri-gear airplane the second the nose wheel touches the ground you are not flying anymore. “This airplane is flying until the second you shut the mag off.”

By Randy Dufault

Hayden Newhouse sits in a cockpit he is very familiar with. The 17-year-old has more than 50 hours in the plane flown by four different generations of his family.


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50 AIRVENTURE TODAY

Developed by Aviat Aircraft of Afton, Wyoming, in association with Minne-apolis-based Aviation Foundation of America (AFA), the Husky is capable of operating completely on CNG, but the current lack of refueling stations makes total reliance on CNG impractical. AFA President Greg Herrick came up with the idea of trying to power an air-craft with CNG last year and approached Stu Horn, president and owner of Aviat Aircraft—which has a history of bring-ing innovation to general aviation, such as offering the first factory-installed en-hanced vision system (EVS), and first inflatable seat belt restraints in a certifi-cated aircraft. The first question Horn asked him-self: “Why would I want to do this?” he told AirVenture Today yesterday at the Aviat display at Exhibit 205-207/220-222. But after studying the increasing use of CNG for ground transportation and its abundance in the U.S., he concluded, “The answer was, ‘Because I can.’ I said, ‘Let’s do this.’” Early this year Horn created a “dog team” of eight Aviat employees to work on the project along with outside CNG experts. The team created the hardware and software for the fuel controls; with the exception of these fuel controls and the belly tank, N15NG is a stock Husky. The belly tank on N15NG holds the equivalent of 14 gallons of CNG, and the installation weighs about 135 pounds,

including the 70-pound tank. But com-posite CNG tank technology is rapidly advancing; current generation tanks would weigh about 30 pounds less. As for the major drawback cited by many naysayers, the lack of refueling stations: “Everything begins with a first step,” Herrick said. “Think of a flight school where train-ing flights are two hours. It will take the cost of fuel down 80 percent.” And as for lack of distribution, CNG is delivered via pipeline throughout North America, and is even piped into many aircraft hangars, where it powers hot water heaters. As for the lead many aircraft engines need to operate at peak efficiency, sim-ply nickel plating the valves obviates the need for the additive. Horn piloted N15NG to Oshkosh from Afton. He reports EGTs and CHTs run 30 degrees cooler with CNG than av-gas, and until engines are redesigned to take advantage of its 138 octane, there’s no difference in performance between the two fuels. Said Herrick, “I want people to look at this and see this could really work and lower the cost of flying, and most impor-tantly, lower the cost of flight training.”Horn, meanwhile, will meet with stra-tegic partners here to discuss the CNG technology and “understand what their needs are. Based on that feedback,” he said, “we’ll formulate a plan for what comes next.”

CONT. FROM P1

What’s happening in VintageWhen Wittman field closed on Monday evening, there were 617 registered vin-tage aircraft on the ground. The first of two Howard 500s arrived Tuesday morn-ing, and a second will be here Wednesday mid-morning. Here’s what’s happening in the Vintage area today. Tips for restorers in hands-on workshop 9 a.m. - Don Bartlett - Making your engine run more efficiently, focusing on spark plugs from A to Z. 10 a.m. Jim Hamilton - The correct way to adjust wing wash-in/wash-out, tips on preserving and maintaining wheel bearings, and how to build your own 50-cent alcohol fuel tester. 11 a.m. Bob Kachergius - Proper care

and adjusting the Stromberg carb. 1 p.m. Clyde Smith - Restoring fabric-covered aircraft. VAA metal workshop Roger James, D&D Classic, Coving-ton, Ohio, making compound curves for cowling, wing root fairing strips, and in-strument panels. Southwest corner of the Vintage Hangar, 9 to 5 daily. Hand-propping demonstration Each day at 10 a.m. and 2 p.m., see a detailed hand-propping demonstration in front of the Vintage Hangar. Vintage in Review 11 a.m. Stephanie Stephenson, 1954 Jacobs-powered Cessna 195 Amy Hoffpauir, Pattison, Texas, Stinson V77


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52 AIRVENTURE TODAY

DON’T MISS YOUR CONNECTING FLIGHT!

JOB FAIR TODAYLocated in the EAA College Park Presented by American AirlinesWednesday July 31 Noon - 3 p.m.Airlines, Aviation Companies and Non-Aviation Companies all looking for talent in one place.

Visit EAA College Park all week. Hang out with friends, talk to the college you want to attend or visit your alma mater, learn something new in the forums and mix it up with a game or two.

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College Mixer Friday August 2 6 - 8:30 p.m.

Shotgun starter sets the tone on Wildcat restoration

Conrad Huffstutler’s 4-week-old FM-2 Wildcat restoration at AirVenture 2013 is an encyclopedia of vintage detailing.

From a pair of new old stock (NOS) drop tanks that he uncrated, to the 4-gauge shot-gun starter in the wheel well, this Wildcat exudes authenticity. Conrad and his father bought this FM-2 and two other non-functional Wildcat proj-ects in 2009 when the younger Huffstutler was 21—the same year he soloed the family P-51. The Wildcat was missing its right wing, a holdover from its use after World War II as a set decoration by Universal Studios. Bought by pioneer warbird collector Ed Maloney, the FM-2 was displayed with a non-flyable dummy wing for years. Conrad used computer numerical control (CNC) milling machinery to manufacture a wing spar on which to hang all the other aluminum he had to make to replicate the Wildcat’s right wing. Conrad’s family operates Sierra Indus-tries, a jet modification center in Uvalde, Texas, with the equipment to foster such

thorough restorations. Conrad matched the machinery with his own drive for per-fection as he shepherded the Wildcat back into flightworthiness. Shunning the convenience of an electric starter, Conrad has only the original shotgun starter to crank the Wright engine on his FM-2. It takes a big 4-gauge shell loaded with Cordite to produce enough force to engage the starter and crank the engine. For now, Conrad has 11 cans of—yep—NOS 1943 starter shells, each containing 21 rounds that he uses to fire up the Wildcat. When those are eventually depleted, he plans to get the job done using new-made brass shells loaded with an appropriate chemistry. Conrad’s education in the Wildcat re-veals traits of the narrow-tracked fighter; he says it “waddles” as it taxis. And it is particular about crosswind takeoffs. “Left crosswinds are good, right crosswind bad,” Conrad says. A right crosswind will exaggerate the effects of engine torque on the right wing.

“Torque’s going to lift that wing up,” he ex-plains. This can put the Wildcat in a pre-carious left-wing-down stance on takeoff, which may be beyond the ability of the aile-rons to overcome. Once that takeoff quirk is mastered, the new Wildcat pilot is faced with hand-cranking up the landing gear. Conrad says the task is quite easy between 80-100 mph; above that, air loads on the gear make it much harder to crank. And that can ex-acerbate a natural tendency for the gear to come up easily on the first part of the retraction cycle, and get increasingly resistant toward the end, he explained. The Wildcat has a vacuum-operated flap system that is a nifty secret weapon. If flaps are selected

above their safe operating range, they will not deploy until the Wildcat slows down. If the aircraft accelerates beyond flap speed, they will streamline automatically. Conrad says some Wildcat pilots learned to select flaps in dogfights, letting them extend or retract as dictated by air loads. The detailing in modern warbird resto-rations like this FM-2 was unheard of in the early years of the movement, and is in evi-dence at AirVenture 2013.

By Frederick A. Johnsen

Conrad Huffstutler pushed the manually extending and folding wing on the FM-2 Wildcat he flew to AirVenture 2013. His hands-on ef-forts with this wing go much deeper; he had to build it from scratch.


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54 AIRVENTURE TODAY

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56 AIRVENTURE TODAY

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eaa airventure today, wednesday, july 31, 2013

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