Thursday, August 1, 2013 www.AirVenture.orgTHE OFFICIAL DAILY NEWSPAPER OF EAA AIRVENTURE OSHKOSH

Sponsor of the day

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S onex President John Monnett joined the elite list of recipi-ents of EAA’s Freedom of Flight

Award, presented to him at the annual membership meeting Wednesday.

The award is the organization’s highest honor, bestowed annually to an individual whose contributions to aviation closely mirror the integrity, entrepreneurship, and innovative ac-tivities of EAA members.

Past recipients of the 27-year-old award include Steve Wittman, Neil Armstrong, Paul Poberezny, the Rutans, and Harrison Ford, to name a few.

Monnett earned his spot on the to-tem pole by dedicating his entire life to making “fun flight” affordable and ac-cessible to the general people.

John Monnett honored with Freedom of Flight AwardBy Gary Flick

Members line up to vote at the annual meeting of the membership on Wednesday.

A n unusually large number of mem-bers attended the annual EAA meet-ing of the membership at the Theater

in the Woods on Wednesday morning. And the attitude among those in attendance, and the reports from the chairman and direc-tors, was overwhelmingly positive.

EAA Chairman of the Board Jack Pelton opened the meeting by reiterating how ap-preciative the directors and leadership of EAA are for the hard work of the thousands of volunteers that make EAA and AirVen-ture Oshkosh possible.

Jack thanked the EAA directors for mak-ing some very hard decisions over the past nine months to restore the association to its course. He said EAA is again devoted to serving its members and volunteers, and to helping grow participation in all forms of aviation.

He said actions by the directors since the last annual meeting demanded making dif-

ficult choices, but he is confident that EAA is now on a path to remain stable, vital, and relevant in the aviation world.

Jack said the board has made preserv-ing communities within EAA and aviation a major objective, along with continuing strong advocacy to preserve the rights of homebuilders, to simplify medical qualifi-cation for recreational flying, and to pre-serve the freedom to fly for all forms of per-sonal aviation.

Stuart Auerbach, board finance com-mittee chairman, reported that the asso-ciation’s financial position is sound despite the volatile economic conditions of the past five years. He reported a small increase in overall income, which was $36.3 million for the fiscal year that ended in February. In-come from AirVenture Oshkosh was down slightly, but membership showed an in-crease, and there was a substantial gain in investment income.

New attitude reflected at EAA annual meeting By J. Mac McClellan

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THURSDAY, AUGUST 1, 2013 3

The official daily newspaper of EAA AirVenture Oshkosh • Vol. 14, No. 5AIRVENTURE 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.

S hortly after Yves “Jetman” Rossy wowed the crowd at EAA Oshkosh on Tuesday

in his first public performance in the United States (and first visit to Oshkosh), the Swiss aviation pioneer met the media for a Q and A session and revealed himself to be surprisingly down-to-earth.

“I’m proud to be here at Oshkosh, The World’s Greatest Aviation Cel-ebration,” Rossy said after taking the EAA Press Center podium. “It’s a great honor to do my first public flight here. This is the Super Bowl of avia-tion. It’s a very emotional moment and a privileged one.”

Rossy, who leapt from a helicop-ter wearing his strap-on jet-powered wing at about 6,500 feet, said the scat-tered cumulus above Wittman field created an unusual three-dimensional playground that almost distracted him from his performance. “It’s complete-ly unreal to fly like that between the clouds,” he said.

The former Swiss air force and airline pilot noted that birds had in-spired the human dream of flight. But as aviation progressed compro-mises required to overcome gravity took humans further from that pure experience.

“Now we are in fantastic boxes, supersonic boxes, but still it’s like in a submarine under water, and I wanted to be just a free diver, noth-ing between me and the air,” Rossy said. Eighteen years ago he began developing his jetwing to realize that lifelong dream.

Rossy’s carbon-Kevlar jetwing, with a span of about 7.9 feet, uses four kero-sene fueled Jet-Cat P200 jet engines, each developing about 48.4 pounds of thrust. He flies with no gauges to moni-tor the engines, altitude, or airspeed, but “we have instruments: the name is ‘senses,’” he said. “You can tell when you put your hand out the window [of a car]. That’s exactly what I have, the pressure on my shoulders and arms. You feel…”—Rossy made a shaking mo-tion with his body to illustrate the sen-sation—“I don’t need instruments.”

Similarly, his jetwing has no con-trol surfaces. All maneuvers are per-formed by changes to his body—or the fuselage, in Rossy’s words.

A lithe and wiry figure, Rossy, 53, said he must keep fit to be able to perform the maneuvers, but he has no physical training regimen beyond engaging in activities he enjoys. “I don’t like to be in the gym and lift tons of things—a minimum of fun with a maximum of effort,” he said. “I prefer maximum fun with mini-mum effort.”

He allowed that sky diving is the best exercise for flying the jetwing.

As Jetman, Rossy, sponsored by Swiss watch manufacturer Breitling, reaches speeds of 190 mph, but said that might be as fast as one would be able to fly even with additional thrust, due to aerodynamic forces. Nonetheless, in three weeks he will get engines that deliver twice the power, which he anticipates will al-low him to climb vertically.

Rossy said he had inquiries about the jetwing from the U.S. Special Forces and had invited representa-tives to visit and discuss his wing. In response he received a 25-page re-quest for more information for eval-uation purposes. “So I said, ‘Sorry, I don’t just [give information] like that.” As for any commercial market for the jetwing, “I don’t think it’s for everybody,” Rossy said, noting that his apparatus is likely “too compli-cated” for most people to master and that the structure costs about $100,000 to construct.

Rossy also faced regulatory challenges in meeting FAA requirements to receive permission to fly the jetwing in the United States (EAA provided assistance), including receiving an aircraft registration number (N15YR). Such rules, Rossy said, strike him as the biggest impediment to advancing aviation.

“We bring innovation in the tech-nical parts,” Rossy said of pioneering aviators. “I expect to have innovation in the legal part, too. I should have five lawyers instead of five sponsors.” AVT

Hi-flying Jetman a down to earth aviatorBy James Wynbrandt

PHOTO BY TYSON V. RININGER

4 AIRVENTURE TODAY

“To me, it just doesn’t make sense to spend a lot more on the kind of fly-ing most people do,” Monnett said in his biography From Sonerai to Sonex. “How fast and how high doesn’t really matter when we are just flying locally.”

This mentality led to the creation of his first for-sale airplane, the Sonerai, which cost $1,200 in the ’70s, and 40 years later, his aircraft are still consid-ered some of the best values in aviation.

Monnett’s models have always been

built with a fun-to-fly mentality and he is almost single-handedly respon-sible for giving countless aviation fam-ily members the chance to live their dreams of playing fighter pilot by pro-viding the industry with an affordable means of rolling, diving, and racing.

Every year at AirVenture we marvel at countless concept models and think, “I wish I could afford to do that.”

John Monnett has been making those wishes come true for 40 years. AVT

On the other side of the ledger Auerbach reported that overall ex-penses were down about 6 percent to $34.3 million. The largest spending decrease was in general operational expenses that include staffing costs, which were down 41 percent com-pared to the previous year. The only significant spending increase was for investment in facilities for the Air-Venture grounds to keep the event ex-perience at the level people demand.

Auerbach reported that at the bottom line EAA ended the fiscal year with ap-proximately a $2 million gain in net assets.

A fundamental function of the annual meeting of the membership is to elect Class 1 directors that serve a three-year

term. There were 174 members pres-ent who had not designated their proxy, and 25,865 represented by proxy.

Seven Class 1 director positions were open for election, and a total of 20 EAA members had been nominat-ed. Elected to the board by the mem-bers were:

Stuart Auerbach, EAA 689374 (incumbent)

James “CB” Clark, EAA 500238Eileen Drake, EAA

Lifetime 852455 (incumbent)Alan Klapmeier,

EAA Lifetime 141042Phil Martineau,

EAA 593215 (incumbent)Jim Phillips,

EAA 149430 (incumbent)Cody Welch, EAA 115674Charlie Precourt, EAA Lifetime

150237, was an incumbent Class 1 director who remains on the board as a Class 3 director elected by board members.

Jack continues his three-year term as chairman until the fall of 2015 when, under the change in articles of incorporation approved at the meeting, he could be elected for another and final three-year term as chair.

There has been some confusion over Jack’s role at EAA with reports that a search for a new president or CEO will begin after Oshkosh. In response to that question, Dan Schwinn, chair of the governance and human resources committee, said in an interview in the July issue of Sport Aviation, “The board plans to add a senior person to the leadership team, but we haven’t decided on a title or specific responsibilities. The position may be a CEO or president, but it could be another title and job description.”

Schwinn said after the meeting that nothing has changed and the board will make decisions on the issue sometime in the future.

During the open member comment

and question period a number of people took the microphone. The prevailing theme of the comments was the volunteers again feel appreciated and respected; that EAA was back on track and headed in the right direction; morale is greatly restored among members and volunteers at Oshkosh; volunteers are again optimistic about the future; congratulations were offered to the directors for making very difficult decisions over the past nine months; thanks for a new and expanded safety emphasis in Sport Aviation and other EAA publications; several pleas for Jack Pelton to continue in his role; and comments from a member who is also a traffic controller reminding all that the main mission of ATC is safety.

The few negative comments revolved mostly around the FAA charges for controller services; failure of the FAA administrator to come to Oshkosh; and replacement of the Learn to Fly center with the Innovations Pavilion.

Moving the annual meeting of the membership from Saturday morning to Wednesday was clearly a success in terms of attracting many more members. And the doughnuts, as promised, were abundant and tasty. AVT

AWARD CONT. FROM P1

ANNUAL MEETING CONT. FROM P1

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PHOTO BY JASON TONEY

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Learn more at the Jeppesen tent on Knapp St. in front of hangar A.

6 AIRVENTURE TODAY

S ix pilots with a variety of life challenges to deal with achieved their goal of learning

to fly and Tuesday were celebrated as the latest successes of Able Flight, a program created to help the physically challenged become able aviators.

Each with a different background, each with specific hurdles to clear, all

six made their way through a program that to date has helped a total of 33 participants learn to fly.

“Not only does this program provide a life-changing experience for our students, but we use funding from our donors and sponsors to support small aviation businesses each year,” explained Charles Stites, founder and

Five Able Flight pilots earn their wings

The 2013 class of Able Flight scholars celebrated their inspiring achievements during cer-emonies on Phillips 66 Plaza Tuesday afternoon at EAA Oshkosh 2013. Photo by Chet Wehe.

executive director of the organization.Able Flight selects and provides

flight-training scholarships to people selected for their drive and ambition, and their love of flight.

Five of this year’s six Able Flight pilots learned through a joint program between Able Flight and Purdue University in West Lafayette, Indiana. The sixth learned through the services of instructors Able Flight lined up for her in her home state of Georgia.

This year’s success stories include:Andrew Kinard, who lost both legs

after suffering combat injuries just five weeks into his first deployment as a Marine serving in Iraq. Andrew endured 17 months of therapy and trained as the first recipient of the new AOPA/Able Flight scholarship.

Deirdre Dacey, was diagnosed at 16 with multiple sclerosis; over the next decade the disease progressed to the point that she needed a wheelchair to get around. She’s the seventh woman to earn her flying privileges through Able Flight.

Young Choi contracted polio as a child in Korea, a country that lacked much of the infrastructure to support the physically challenger. Now a U.S. citizen, the father of three is Able Flight’s first Asian scholarship recipient.

Warren Cleary had hours and hours of time in aircraft—riding up to altitude to sky dive. After placing seventh in the 2011 world meet in Dubai, Warren was practicing for the 2013 meet when he suffered a spinal cord injury in a jump-training accident.

Dennis Akins was 14 when a trampoline accident rendered him a quadriplegic. But over the next three decades he graduated from Texas A&M and became an engineer and a father.

Stephany Glassing won one of Able Flight’s first two scholarships in 2006, but health challenges repeatedly intervened in her training—until last year. She has been honored with the 2013 Jet Aviation/Able Flight scholarship. AVT

D iesel power is one of the hopes of alternatives to gasoline-pow-ered engines, but the heavier

construction that diesel engines re-quire makes aviation applications problematic. At the Innovations Pavil-ion here at EAA Oshkosh, Engineered Propulsion Systems (EPS) of New Richmond, Wisconsin, is showcasing the Vision 350 engine, prototype of a lightweight diesel aircraft power-plant in the 350-hp range that is small enough to fit into the cowls of current production single-engine aircraft.

What sets the Vision 350 apart from other diesels, said Steven Weinzierl, vice president/CTO, is that EPS fig-ured out “how to make it compact, but strong.” Despite its relatively light weight, its crankshaft is cast-iron, not aluminum. “We have a configuration that keeps it small and short and al-lows us to be weight competitive,” Weinzierl told AirVenture Today.

EPS has already approached sev-eral OEMs about using the engine in new aircraft, and is also exploring the potential for retrofit installations. For its certification program, the company recently bought a Cirrus SR22 aircraft and will install a Vision 350 to conduct flight testing, commencing in about 90 days. Record-setting pilot Dick Rutan will fly as test pilot.

“This is truly a 21st century modern engine, and I was adamant it be put in a 21st century composite airplane,” Rutan told AirVenture Today yester-day. “It’s the engine that will save gen-eral aviation.”

Rutan based his assertion on the engine’s ability to run on a variety of fuels, removing reliance on 100LL, and its geared design, allowing the prop to deliver full power at lower rpm (2200-2300 rpm) and reducing sound levels in an increasingly noise-sensitive world.

EPS intros lightweight diesel aircraft engine By James Wynbrandt

Rutan came to the program after Weinzierl wrote to his brother, Burt Rutan, about the engine. “A week or two later, Dick Rutan called and said Burt had passed along the let-ter,” Wienzierl said. He and company president and CEO Michael Fuchs arranged to meet in Dick in Califor-nia for half an hour, a meeting that stretched into six hours.

The EPS diesel can be configured for low and high altitude fixed-wing and piston helicopter applications, and principals say they are currently in discussions with three potential OEM launch customers, and that the company has a provisional purchase orders for more than 1,000 engines in its second year of production, at a $100,000 price point. AVT

Steven Weiunzierl, Dick Rutan, and Michael Fuchs. Photo by Phil Weston

AR13-65 ©The Lincoln Electric Co. All Rights Reserved. www.lincolnelectric.com

» DAILY WELDING WORKSHOPS ON A FUSELAGE PROVIDED BY TITAN AIRCRAFT» SPECIAL SHOW PRICING» WELDING AND CUTTING DEMOS

WELDING or CUTTING?

LEARN FROM OUR EXPERTS

Visit us at Booth #468-470AirVenture 2013Oshkosh, Wisconsin

AR13-65_EAA AirVenture Show Daily_(Oshkosh_Tab).indd 1 6/27/13 4:07 PM

8 AIRVENTURE TODAY

R ich and Dee Gibson, bet-ter known as Rich’s Incred-ible Pyro, are retiring after this

year’s convention—but you can be sure they won’t slip out unnoticed.

If you attended Wednesday’s night air show, you got a sample of their work, and the Rockford, Illinois, na-tives will be back at it this weekend. Rich has been blowing things up for EAA’s annual warbird shows here at Oshkosh since 1983, and attendees have been “feeling the heat” of his work for all those years.

He credits much of the success of his career to Dee, who not only helps out with the shows, but also supported his passion over the years with her teach-ing career. “You can make beer money at this,” he said, “but it’s tough to make

a living in the air show business.”Rich started doing air show work in

1981, when the Confederate Air Force (now the Commemorative Air Force) came to Rockford. Rich was operat-ing an air charter business at the time, and hosted the warbird group in his hangar. “I got to talking with the pilots about adding pyro to their show, and with my background in the military, we came up with some ideas.”

Rich served in Vietnam with the 101st Airborne, and had extensive training in explosives. Combined with his knowledge and experience as a pilot, he knew how to put together a simulated air attack that would be explosive, but more important, safe for the pilots and the spectators. The show in Rockford was a huge success

and, “The phone’s been ringing ever since,” Rich said.

In more than three decades of set-ting up pyro displays, the Gibsons have traveled the world, working shows in Australia, China, the Middle East, Central America, and elsewhere. Af-ter hanging up their blasting caps this weekend, the couple will head to the Far East, where they will crew on a tall ship journey, participating in an 18-ship regatta in Sydney Harbour, Australia, celebrating 100 years of the Australian Navy. Next year, they’ll be trekking across Nepal.

Rich said that when he and Dee got married, he promised her their life would never be boring. And in his line of work, that promise has not been hard to keep. AVT

Rich’s Incredible Pyro bows out—but not quietly By Mark Phelps

N othing looks like a Catalina. The shiny example parked on Phillips 66 Plaza at AirVen-

ture 2013 draws onlookers who pon-der its structure.

Its fuselage is clearly a hull, V-shaped to knife through the water. But its semi-circular upper hemisphere is reminis-cent of a huge aluminum travel trailer, capped with a pair of goggle-eyed Plexi-glas blisters. Its high wing rests on a sculpted central pylon, and two struts, not parallel with each other when

viewed from the front, angle up to the wing from each side of the fuselage.

Huge tires support the Catalina on the ramp, and tuck neatly into gaping exposed wheel wells in flight.

In the cockpit, the pilot’s throttles are an overhead handful, not floor-mounted on a pedestal. Behind the pilots, nested in that sculpted central pylon, the flight engineer has his own instrument panel and a pair of side windows.

The Catalina’s wingtip floats are a mechanical marvel to watch as they

Classic Catalina lands at Oshkosh Story and photo by Frederick A. Johnsen

extend or retract, metal elbows and arms folding into pockets and recesses that cause the floats to become over-sized wingtips in flight.

If all of the Catalina’s monkey-motion makes it sound like a Rube Goldberg contraption, you’d better smile when you say that, pardner! In the seven de-cades since its introduction in 1935, the PBY Catalina has endeared itself to gen-erations of fliers and fans alike.

That big hull let it land in open seas, where those huge blisters made for con-venient pick-ups of downed fliers. The expansive 104-foot spread of its wing (only 6 feet shy of the span of a four-en-gine B-24 Liberator) supported Catali-nas on long-endurance patrol and search missions. A poster-child for the theory of form-follows-function, everything on the Catalina is there on purpose.

Cruising at a leisurely 125 mph, Catalinas scored some major coups for the Allies during World War II, includ-ing spotting the approaching Japanese fleet when it was still out to sea, but en route to Midway. And the ill-fated German battleship Bismarck was shad-owed by a Catalina. Navy and Army Air Forces squadrons used Catalinas for search-and-rescue under the generic

nickname “Dumbo,” giving many a flier safe haven and a second chance.

The Catalina on display at AirVen-ture 2013 is shown by James Slattery, a San Diego businessman with a passion for preserving vintage warbirds such as this. Through his efforts, this Cat was rebuilt where he located it in South Af-rica, culminating in a 12,000-mile de-livery flight to San Diego this January.

The PBY nomenclature technically applies to Catalinas made by the de-sign’s creator, Consolidated Aircraft (later Convair). The example at Air-Venture was built under license by Vickers in Canada, so great was the wartime demand for these seaplanes.

As they phased out of military ser-vice, a number of Catalinas became freighters and regional civil transports. Perhaps the best-known civilian use of Catalinas was as firefighting air tank-ers. Some were fitted with belly scoops enabling them to take on a load of wa-ter on the fly, as thrillingly captured in the opening sequences of the motion picture Always, a tribute to air tankers.

It may be slow, even awkward-looking on the ground, but the Catali-na is a classic that is a welcome sight at Oshkosh. AVT

PHOTO BY JASON TONEY

10 AIRVENTURE TODAY

The new turbine powered Thrush 510G lays down a blanket of water during a simulated crop dusting demonstration Tuesday before the show crowd at EAA Oshkosh.

PHOTO BY PHIL WESTON

These AirVenture attendees came well-prepared with their telephoto lenses at the ready.

Pilot Dan Grim takes Tim McKinney on a demo ride over the EAA grounds Monday evening in an ultralight.

Save your receipt after eating at one of the many food vendors on the EAA grounds and enter yourself to win a prize. Drop your receipt with your name and phone number into one of the airplane mailboxes located just outside of the restaurant.

John Star polishes the tail of his RV8. The airbrush work depicts departed friends Ed Weber and Stan Auferoth flying with an angel.

PHOTO BY CRAIG VANDER KOLK

PHOTO BY PHIL WESTON

PHOTO BY DENNIS BIELA

PHOTO BY DENNIS BIELA

The acclaimed Thunderbirds, an air demonstration squadron of the United States Air Force, tour the world performing aerobatic formations and solo

flying in specially marked high-performance F-16 Falcon aircraft. Their thrilling demonstrations have been witnessed by millions of people who’ve seen

the pride, precision and professionalism that personify the character of Airmen serving at home and abroad.

As a tribute to the 60th Anniversary of the USAF Thunderbirds, Ford Motor Company is delighted to design this one-of-a-kind vehicle. The distinctive

Thunderbirds Edition Mustang carries VIN #1 of the 2014 Mustang build and includes unique exterior paint with red and blue accents. The belly-pan/flat

bottom includes bold Thunderbird F-16 design cues. Other features include wide-body front and rear fenders, vents, quarter window scoops, a Ford

Racing supercharger, handling pack, GT500® Brembo brakes and a high-performance exhaust system.

This unique vehicle is donated to EAA to benefit the Young Eagles program and is the 6th in a series of special-build Mustangs that have raised more

than $2 million for the Young Eagles.

Experience an up-close look at the impressive Thunderbirds Edition Mustang in the Ford Hangar.

USAF Thunderbirds Edition Ford Mustang – VIN #1

USAF_Thunderbirds_Newspaper_Ad.indd 1 6/7/13 1:56 PM

12 AIRVENTURE TODAY

Booth #210

See you at

A fter 10 years serving as the Os-hkosh tower chief during Air-Venture, this is Wanda Adel-

man’s last show. The 32-year FAA veteran is retiring later this year, af-ter an agency career born in the af-termath of the 1981 PATCO strike, in which more than 11,000 controllers were fired.

A certificated pilot, Adelman pri-marily has worked at control tower facilities throughout the FAA’s Great Lakes Region—many attendees prob-ably have talked with her on the fre-quency without knowing her role in helping make AirVenture happen.

When not herding the pink-shirted controllers—there are 87 of them this year, total—she serves as air traf-fic manager at Milwaukee’s General Mitchell International Airport.

AirVenture Today caught up with her during a quick break this week to chat about her career, what it’s like to run the World’s Busiest Control Tow-er, and her plans for the future.

How did you get into this line of work?

I was originally in pre-vet school—I wanted to be a veterinarian. The sci-ence classes just did me in.

By Joseph E. (Jeb) Burnside

Oshkosh tower chief bids farewell

Wanda Adelman has been the tower chief for AirVenture Oshkosh since 2003. She retires from wearing the pink shirt, and from her 32-year career with the FAA, later this year.

PHO

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Y PH

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THURSDAY, AUGUST 1, 2013 13

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B A I L E Y L A U E R M A NBendix King Stall AdBendix131861Pub: Oshkosh EAA Dailey Color: 4-color Size: 4.75" x 10.5" (half-page vertical)

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My dad was a contractor and had a Skyhawk, and he let all seven of us kids learn to fly. Only three of us got our li-censes, but I’d been flying and heard about air traffic control. I thought if I can’t be a vet, maybe I can be an air traffic controller.

I graduated from the University of North Dakota, one of our top aviation schools in the nation, and then got hired by the FAA. I went from a con-troller to a staff specialist to a super-visor to a manager and then to a hub manager.

When did you join the FAA?

I got hired as a controller in August 1981, when 11,000 controllers got fired. I was one of the replacement control-lers. I was flight instructing right up to that point, and then when the agency started hiring, I got hired right away, in August of 1981.

I started out in Bismarck, North Da-kota, then I went to Aurora, Illinois. Then I went to the regional office in Chicago, then down to Springfield, Illinois, out to Toledo, Ohio, then up to Milwaukee.

What was it like at regional?

At regional headquarters, I was a 540 specialist, so I was involved in a lot of staffing and labor relations stuff in the region.

I was there for a year and a half. I learned a lot, and had a lot of fun, but I wanted back out in the field. I loved it—every minute that I was there—but I got all the experience I felt like I needed for a while. Then I got back out in the field where the airplanes were.

This is your 11th year at AirVenture and your 10th as the person in charge. What are some of your fondest memories?

I just love everything about Air-Venture—it’s so much fun. I tell all my friends this should be on every single person’s bucket list. It’s like Disney-land with airplanes.

You can see more different type aircraft here than any other place in the world, just looking at all the war-birds, the homebuilts, the antique clas-sics—just the whole gamut of aviation. There’s such a variety, and getting to see all of them in one place and getting to be a part of making sure that it’s all safe.

I do have a responsibility, but every-body has a part—I’m just one little part of this great big machine that works. It’s not just me in the tower—everyone works hard: the controllers and the su-pervisors and the operations managers.

We’re all one big team. I’m just here to support them so they can do what they need to do.

What about the low points?

There always are. If we get really bad weather, or if we have an accident. The year we had all the rain and had no place to park airplanes, or the years when we have really hot weather and the controllers are out there for eight hours at a time are probably the worst.

What are your plans for retirement?

There are a few things I want to do as far as volunteering: I like Habitat for Humanity. I like building things; my father was a contractor.

I also want to raise service dogs; I’ve got a really nice German shepherd. He’s just a doll, and so calm. So bright. So, I’d like to raise service dogs with my sister, who just got a new shepherd.

I also want to work with an outfit in Milwaukee that takes disabled chil-dren on horseback rides. I might not be really good with the children, but I love horses and I love seeing how hors-es react with people; it’s just amazing, and it can bring out the best in people, so I’d like to volunteer to do that.

Will you come back to AirVenture?

Absolutely. I’ll come back and volun-teer, maybe in vintage or flightline ops. There have been several people who have asked me to volunteer with them. So, I’ll be back, and I’ll be back as a volunteer.

Any regrets?

I don’t think so. There probably are times when I could have said some-thing nicer or been a bit more proac-tive or could have remembered some-thing I forgot. But I just feel really privileged.

On behalf of EAA, its members, and attendees, thanks, Wanda, for your service to AirVenture and to aviation! AVT

14 AIRVENTURE TODAY

Chicago performing at AirVenture 2013 opening day.

Avfuel gives away hats from atop the B-17 Yankee Lady )Monday night. PHOTO BY CRAIG VANDER KOLK

PHOTO BY JASON TONEY

16 AIRVENTURE TODAY

Bill Fifles Mark Madden

Bruce Lundquist Dean Eicholz

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

T he 50th annual General Aviation Awards program presents the 2013 honors

today at 11:15 a.m. at the FAA Safety Center. The awards will be presented by John Allen, FAA director of flight standards.

Recipients are Bill Fifles of Honolulu, Hawaii, Aviation Maintenance Technician (AMT) of the Year; Bruce Lundquist of Willis, Michigan, Avionics Technician (AVN Tech) of the Year; Dean Eichholz of Soldotna, Alaska, Certificated Flight Instructor (CFI) of the Year; and Mark Madden of Anchorage, Alaska, FAA Safety Team (FAASTeam) Representative of the Year.

The program is a cooperative effort between the FAA and more than a dozen industry partners. The national awards winners are chosen by panels of volunteer judges composed of previous national winners in each of the categories.

National GA Awards presented today

Each winner received an all-expens-es-paid trip to Oshkosh to attend the awards presentation and other special GA Awards activities.

Fifles is an A&P/IA mechanic and a Hawaii DOT airport vehicle safety in-spector for ramp vehicles and equipment. He opened Lihue Aviation Center in 1992.

He went to work for the Genav-co Corporation in January 1997 and helped maintain a DC-3 and a DC-3S. He also worked at Molokai Air Shuttle maintaining three Piper Aztecs, two Piper Chieftains, and a Cessna 402 un-der FAR 135.

He relocated to San Francisco to work for United Airlines on their sched-uled special routing team troubleshoot-ing maintenance issues. Four years later he returned to Hawaii at Kamaka Air as director of maintenance, where he re-mains today.

Some of the interesting aircraft Fifles has worked on include a Murray Air DC-8-73 and Billabong’s Grumman G-111 Albatross.

In 2009, he was asked by Hawaiian Airlines to oversee the reassembly and maintenance of its fully restored 1929

Bellanca CH-300 Pacemaker NC-251, and has worked on Hollywood productions for TV shows Lost and The Amazing Race, as well as major motion pictures including Pearl Harbor, Outbreak, Along Came Polly, and The Rundown.

Lundquist holds an FAA repairman certificate and an FCC general radio-telephone operator license.

After high school in 1970 he went to work for Ford Motor Company then enlisted in the Air Force and started studying aviation electronics at technical school.

In 1976, Lundquist joined Quality Controlled Electronics at Willow Run Airport near Detroit, then went to Chrysler’s Pentastar Aviation in 1982.

During the three decades Bruce has been there, Pentastar and Chrysler have been through many changes. After several moves and ownership changes, Pentastar Aviation LLC is now owned by Edsel Ford II and is located at Oakland County International Airport in Pontiac, Michigan.

Eichholz is an independent flight instructor as well as a designated pilot examiner (DPE) and FAA check

airman. He trains and does flight checks in various aircraft suited for the diverse Alaskan environment for Transmountain Aviation, Kenai Aviation Inc., and Talon Air Inc.

He also is an insurance broker with Falcon Insurance Agency of Alaska in Soldotna.

Eichholz received his Navy Wings of Gold in 1975 and flew A-6 Intruders out of Whidbey Island, Washington. Eichholz also spent two years in Pensacola instructing T-2 Buckeye pilots.

After the Navy, Eichholz earned commercial, instrument, multiengine, and flight instructor certificates and ratings, then moved to Soldotna to open Alaska Flying Network, an FAA Part 141 flight school.

He was appointed as a DPE in 1987, and has instructed or tested pilots in all areas of Alaskan aviation. He has logged more than 10,000 hours of instruction time and 18,000-plus hours of flight time.

Eichholz is a FAASTeam representative for the Kenai Peninsula and a longtime board member of the Alaskan Aviation Safety Foundation. For the past three years, he has organized

the Alaska Seaplane seminar held each April in Anchorage.

Madden is a Master CFI and profes-sor of aviation technology at the Univer-sity of Alaska. He joined the FAASTeam safety program because he wanted to make a real difference in improving avi-ation safety in Alaska.

As a member and officer of the board of directors for the Alaska Aviation Safety Foundation (AASF), he promotes safety in all areas of Alaskan aviation. AASF partners with public television and the National Weather Service to produce a weekly TV show in conjunction with the Alaska Weather program.

In the early 1990s Madden was a CFI at P. C. Flyers in Denver, and also was a technical writer for Jeppesen Sanderson.

In 1998, he began his long tenure with the University of Alaska in Anchorage as a professor of aviation technology. Madden has also been a part-time pilot, instructor, and program developer for Empire Airlines, a FedEx Feeder.

Madden has served on the board of the Lake Hood Pilots Association since 2012. AVT

THURSDAY, AUGUST 1, 2013 17

18 AIRVENTURE TODAY

T hree years before there was a KidVenture, a group of control line (also known as U-control)

enthusiasts from the Milwaukee Circle Masters Club began offering free control line flights to children attending EAA Oshkosh. Previously, there were no activities specifically for children at the annual air show and fly-in.

Sean Elliott, now EAA vice presi-dent of advocacy and safety, encour-aged the group to offer the informal flights on a corner of the museum grounds. Then SIG Manufacturing got involved by providing fuel and prizes for the group’s endeavors.

Word spread among the control line clubs across the country so by the time KidVenture became a reality, the control line volunteers were giving more than 2,000 flights a week, mak-ing it the largest all-volunteer control

line activity in the country. Now, 18 years later, the group

continues its tradition and national distinction.

Annually, volunteers from at least 14 states and France travel to Osh-kosh to share their love of flying with children and adults of all ages. In 2012 alone, the group gave 1,344 flights to children from 47 states and 19 foreign countries. The number of flights was lower than usual because inclement weather prevented flying on three days.

Through the years, the airplanes have changed a bit. Originally, the group flew SIG SkyBabys, but found they were losing at least an airplane a day due to the helicopter prop wash or model crashes by children.

In 2010, three volunteers from St. Louis designed a new airplane to withstand the rigors of Oshkosh.

Control line has tradition older than KidVenture By Geri MacArthur, special to AirVenture Today

Logan Haag is helped by Mike Danford while Bob Arata holds a control line air-plane ready for takeoff at KidVenture.

Named the ToughBaby, the prototypes were made from old political signs and free hardware store yardsticks. The design proved so successful that the group is still flying with the origi-nal five planes. Now they give away the plans so the fun can continue once AirVenture ends. Last year more than 400 sets of plans were sent to inter-ested families.

If the purpose of KidVenture is to inspire future pilots, this group of dedicated volunteers is doing it one dizzying flight at a time.

For more information, contact either the control line chairmen at kvcontrolline@yahoo.com or the airplane specialist at art_johnson36@comcast.net. AVT

B eech was the first major air-plane manufacturer to establish a large presence at Oshkosh.

Back in the 1970s when the show was a fraction of its present size Beech cre-ated an exhibit space marked by flags, low stone walls, and excellent land-scaping just north of the Brown Arch. And the airplanes that filled that space had propellers.

The Beech leadership—founding family members, actually—was among the first to understand that airplanes are wonderfully quick and efficient traveling machines. But Beech people also knew that love of flying and a pas-sion for beautiful airplanes was even more important than the transporta-tion they can deliver.

That’s why Beech brought its Bo-nanzas, Barons, King Airs, and Mus-keteers to Oshkosh while most of the established general aviation industry

was still trying to figure out what went on here. Beech people knew pilots gather at Oshkosh in huge numbers and they wanted their airplanes to be part of the big party.

No matter what you fly or build, you must admit that the Bonanza in 1947 is a landmark design and one of the most important airplanes ever. And the Staggerwing from the 1930s was and is one of the most gorgeous airplanes ever built. Beech has every reason to be proud of its airplanes, and was first to put them on display for close inspection by the very picky and knowledgeable audience that gathers at Oshkosh every summer.

Over the decades Beech contin-ued to be a major airplane exhibitor at Oshkosh while all of the other ma-jor manufacturers joined them. But over the past year it looked like maybe Beech wouldn’t be able to return. The

CORRECTION:

Yesterday’s photo on page 32 should have been this photo of Ryan Campbell, left—cur-rently en route on an around the world flight—and Jack Wiegand, youngest pilot to fly around the world.

Beechcraft and Oshkosh—a perfect pair

company that had become Hawker Beechcraft was in deep trouble.

Hawker Beech had continued to build Bonanzas, Barons, and King Airs, but those airplanes with propel-lers were called “legacy” aircraft as though they were something ready to be pasted away in the scrapbook. Jets were getting the attention and invest-ment at Hawker Beech. And before the recession began late in 2008 the jets were selling.

Everything changed when the econ-omy plunged into the dumper. Demand for business jets, especially the midsize and light jets Hawker Beech was build-ing, disappeared. Despite huge layoffs and enormous spending cuts the com-pany ended up in bankruptcy.

As investors looked at the remains

of Hawker Beech, guess which air-planes grabbed the attention? The Bonanza, Baron, and King Airs. There were competitive bidders for the pro-peller airplanes, but no takers for the jets. The new Beechcraft was created out of those “legacy” airplanes. And a great legacy it is.

When I walk past the Beech ex-hibit here I rejoice to see the beau-tiful airplanes on display. It was a close call, but the Beechcraft that was first to come to Oshkosh all of those many years ago is still here. What in the boom days was almost a slur, calling the propeller airplanes “legacy” turned out to be a prophecy. It really is the Beech legacy that lives on, along with the airplanes that made the company. AVT

PHOTO BY PHIL WESTON

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20 AIRVENTURE TODAY

Roger Buis says he likes to clown around. So it seems appropriate that he flies a helicopter named Otto that looks the part.

Otto is a Schweizer 300C helicopter that was originally designed by How-ard Hughes. But Otto doesn’t look—or act—like your ordinary helicopter on the ground or in the air.

Otto: Just clowning around in the sky By Barbara A. Schmitz

Roger Buis has been flying Otto for 14 years. His wife, Pauline, narrates his performances.

With its big blue eyes and red nose, Otto is based on Bozo the clown, part of the U.S. Army Silver Eagles, a heli-copter display team formed to stimu-late public interest in the Army and demonstrate its aerial abilities. Un-til the group was disbanded in 1976, Bozo wore the face of a clown and per-formed antics to entertain the audi-ence while the other aircraft position-ing for the next maneuver.

Pauline and Roger owned an FBO, but they were looking for a new oppor-tunity when they decided to join the air show business. The clown helicopter, then named Oscar, had been created by Craig Hosking, but when Hosking started flying, filming or coordinating stunts for Hollywood, Oscar was put to the side, so the Buises purchased it.

“It allowed us to get into the air show business easier,” Roger says.

They have refined the act through-out the years and upgraded the air-craft. “The only thing that is now origi-nal is the clown face,” Roger says.

Their act is different, and tends to break up the routine at most air shows, Pauline says. “Airplanes have different paint schemes, but most of them are

doing the same maneuvers,” she says. “Otto touches the soul of future avia-

tors,” Roger adds. “Kids can relate to it, and then think of air shows as exciting…”

Roger and Otto perform at both day and night shows. Their day shows in-clude three parts: comedy, to appeal to children ages 2-92; aerobatic move-ments, to showcase the helicopter’s agility; and patriotism, to pay tribute to U.S. veterans and hometown heroes like police officers and firefighters.

Roger says he can do a variety of ma-neuvers in the helicopter, including some that airplanes can’t do. He flies 90 mph traveling backward, or will do hammer-heads, reverse lazy-eights, eight-point rolls, snap rolls, tail slides, and more.

And if the weather cooperates, Otto may even do a new maneuver at Osh-kosh: the hurricane, which is a tailspin pivot, he says.

“I say we do helibatics,” Pauline says, “instead of aerobatics.”

Their night show uses lots of pyro-technics and fireworks and is “totally patriotic,” Roger says.

“We start off tame and build slow,” he explains. They start with smoke and lights, and then add pyrotechnics and

color, and more pyrotechnics, and more color, until the grand finale, which in-cludes him pulling an American flag up in the air as fireworks go off.

“It’s nothing but color, and the bombs bursting in air, all set to music,” he says.

How does he keep from being dis-oriented with all the lights at night? “I just try to keep my eyes closed,” Roger says, laughing.

At some shows, they also give media flights or offer rides. The most memo-rable ride occurred at a Hickory, North Carolina, show. Roger took a 3-year-old girl up whose father had recently died in a trucking accident.

“She said she wanted to ride in Otto so she could go up to heaven and say goodbye to her dad,” Pauline recalls.

“While we were up, we said a prayer for her daddy,” Roger adds.

Flying since 1980, Roger has logged more than 18,500 hours in the air. Be-sides flying for air shows, he is also the chief pilot for Heliworks, where he flies mainly the King Air 250, or Bell’s 206 or 207. The helicopter operation does movie filming and photography, news and media, sightseeing, fire control and firefighting, air charter, and more. AVT

E AA Young Eagles co-chairmen Chesley “Sully” Sullenberger and Jeff Skiles, US Airways pilots who

became national heroes after safely ditch-ing Flight 1549 on the Hudson River in January 2009, are stepping down after leading the program for the past four years.

Sully looks back on those years fondly.“It’s been great working with Jeff,” he

said. “I could not ask for a better colleague. It was a real honor to have been asked to lead such an important program.”

Sully credits the success of the pro-gram to the breadth of engagement by the many thousands of volunteers, the chapters, and all the EAA members.

“The enthusiasm is incredible,” he said.Skiles echoes those sentiments. “It’s

an ongoing honor to work with our chapters and members, who are the real reason for the program’s success.”

Young Eagles is the most success-

ful youth aviation outreach in history, with nearly 1.8 million kids flown since its inception in 1992. Sully said it’s also an important part of aviation’s future.

“We’re in the business of provid-ing a connection between a desire and opportunity,” he explained. “What’s been fun to see is how the volunteers share their passion and see others get excited about it. Fuel the passion with a flight, not just a virtual adventure. That spark could result in a career as a pilot, a controller, technician, or a life-long recreation pilot.

“It’s also important because it fos-ters a sense of appreciation not only for aviation and what it means to our country and the world, but also the im-portance of our airport assets.”

As EAA’s vice president of communi-ties and member programs, the Young Eagles program is Skiles’ responsibil-

Sully and Skiles make way for next Young Eagles chair

ity, one that he takes very seriously.“I’m still as involved as ever in the

program. Young Eagles is critically im-portant to the future of aviation and the aviation industry,” Skiles stressed. “It’s becoming more and more of a problem for companies to find people who are interested in aviation as a career.

“The Young Eagles program aims to expose kids to aviation early then provide them with that next step af-ter their first flight through our Flight Plan program with Sporty’s online flight training course, a free flight les-son, and mentoring relationships.”

Although they are stepping down, both Sully and Skiles plan to continue

flying Young Eagles.“Yes, certainly, I will continue to

fly kids,” Sully said. “I have not flown enough of them, but then again I don’t fly as often as I would like. I look for-ward to flying again with Jeff. ”

Skiles gave Sully credit for his dedi-cation to the program.

“It’s been an honor to serve with Sully, who has been very generous with his time and resources for the program and EAA. He’s a volunteer, and a generous one.”

A new chairman is slated to be named at tonight’s Gathering of Eagles event. Look for more information in the Friday issue of AirVenture Today. AVT

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22 AIRVENTURE TODAY

A fter flying with the American Barnstormers Tour in a Stea-rman Model 4, Sarah Wilson

knew she just had to have one of the classic airplanes for herself.

“I was teary-eyed because it was so beautiful,” she said. “I decided this was the plane I wanted.”

Through her aviation connections, Wilson located what remained of a Model 4E not far from her Lakeland, Florida, home. A bit of dealing with the owner ensued, and after not too much time, Wilson owned at least the beginnings of her desired ride.

“We had a very lovely conversation,” Wilson said about the negotiation with the owner. “And he said, ‘I like you. I’ll sell it to you. Are you going to build it?’ I said yep…so I went down and signed the paperwork and that’s how I got it. Seven years ago.

“I’d originally wanted to do the Texaco plane and had contacted Walt House at the Kansas Aviation Muse-um—they are restoring theirs for static display. I didn’t know about the Jim-mie Allen. But then Walt said he had paperwork for this plane. After an af-ternoon of researching I decided that was the plane I was going to build. I had the N number and all the stuff so I could do this and not just make it up.”

N667K is a 1929 Stearman Junior Speedmail. It was originally purchased by the Richfield Oil Company as a business airplane and to promote sales of its gasoline to the aviation market.

In the early 1930s Richfield began sponsoring a radio program called the Air Adventures of Jimmie Allen. Kids of the time could receive a weekly news-letter, flight lesson worksheets, trad-ing cards, pilot wings, emblems, and patches from the club.

Not long after Richfield decided to add a face to Jimmie Allen and an ac-tor, Murray McLean, was hired to play the part. Richfield Chief Pilot Dudley Steele flew McLean, a young pop star of the time, and the Speedmail to club events around the country.

Steele was also chairman of the American Legion Aeronautics Com-mittee. In that role he and the airplane were ambassadors for the Legion and its separate aviation division.

In addition to all its other history, a check of Charles Lindbergh’s logbooks turned up a 1930 flight at the controls of the plane.

“That’s why I look like a giant bill-board,” Wilson said. “I’m Richfield Oil’s eagle, the official club ship of the Jimmie Allen Flying Club, and I’m the official ship of the American Legion. It’s got quite a history.”

With a restoration plan in place Wilson turned the airplane over to Jim Kimball Enterprises of Zellwood, Florida, for restoration.

“Kimballs have done three of the seven Model 4s flying so they had most of the kinks worked out,” Wilson said. “But everything on the airplane had to be machined and done by hand. I had

By Randy DufaultSpeedmail is much more than a billboard

Sarah Wilson sits on the just-restored Stearman Speedmail she longed to own.

the tail feathers and some bones, but I didn’t have tons of parts.

“The biggest challenge was find-ing the instruments. I was real finicky about finding instruments that were exact so I was happy to get those. It’s just a slow process.”

A common challenge with restora-tions from the early days of aviation is color. Color photography was rare or nonexistent and rarely did the manufac-turers record exact color formulations.

“Since these were used by the oil companies I believed they would have used their livery,” Wilson said. “So I used the Automobilia book that shows all the gas pumps and signs.

“The navy was very easy as it is pret-ty uniform across the board.”

On the other hand Wilson said the lighter colors ranged from a cream white to duck yellow. Ultimately a

cream was chosen on the belief that yellow would have appeared darker in the black and white photos.

Wilson added, “That’s kind’ve how we picked it. It’s not very scientific, but it was effective.”

Computer aided design had to be em-ployed to get the complex graphics cor-rect. By merging historic photos with a current plan of the plane, the locations and sizes of each logo and graphic were drawn in the computer. And although the graphics were hand painted by an artist, large printouts made sure they were historically accurate.

First flight for the restored plane was in August of 2012, and Wilson is happy the project is complete.

“I guess finding the patience was the hardest thing to find,” she said. “You want it to be done in a year, and it just goes on.” AVT

S ince 1994, Phillips 66 has been contribut-ing to the EAA Young Eagles program by providing fuel rebates to pilots who pro-

vide youngsters with flights.“Phillips 66 Aviation is committed to spread-

ing awareness and excitement about the wonders of aviation to the youth of America,” said P66’s di-rector of programs development and general avi-ation, Rosemary Leone. “Programs like the Young Eagles are essential to the future of aviation.”

The rebate program has been used by more than 50,000 pilots across the country, and all of them are appreciative.

Robert “Butch” Bejna has taken 1,843 Young Eagles flying, and said bluntly, “The rebate definitely helps.”

“We definitely use the rebate,” said David Re-sler, who has flown 941 Young Eagles. “It helps encourage even more Young Eagle flights.”

Phillips 66 provides a $1 per gallon rebate to Young Eagles pilots every time they introduce a child to the wonder of flight.

“EAA is on its way to taking 2 million kids flying with the Young Eagles program,” Leone said. “We hope the fuel rebate will encourage more pilots to take more Young Eagles flights and help guide general aviation to a strong future.”

For more information on the Phillips 66 Aviation Young Eagles Rebate, visit www.Phillips66Aviation.com/youngeagles. AVT

Phillips 66 celebrates 20 years of Young Eagles fuel rebates By Gary Flick

Young Eagles Megan Shewmake and Sarah McKee talk about the fuel rebate program with Rosemary Leone of Phillips 66. This year marks the company’s 20th year of Young Eagles involvement.

PHOTO BY PHIL WESTON

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24 AIRVENTURE TODAY

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The champion’s devious allies conspire to discourage Dusty’s hopes and, when he shows signs of having the right stuff, thwart outright his ambitions. Coming to his sup-port: the fighters Bravo and Echo, voiced by Top Gun actors Val Kilmer and Anthony Ed-wards. These two savvy aces hail from the Jolly Wrenches—the squadron from which Dusty (Dane Cook) adopts his logo. They help him endure the immense pressures of the world’s most rigorous rally.

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26 AIRVENTURE TODAY

A s a preschooler, Austin Mal-comb recalls sitting on a pillow in the copilot seat of his grand-

father’s 172, just so he could reach the controls and see over the dashboard.

Even then, he says he knew he wanted to be a pilot. So it isn’t a sur-prise that Malcomb soloed the first

moment he could—on January 4, 2013, his 16th birthday. But what is a little surprising is the airplane he soloed in.

He—and 15 other students—built the RV-12, called Eagle’s Nest One, in the en-gineering classroom of Jennings County High School, of North Vernon, Indiana.

Bob Kelly founded Eagle’s Nest in fall

Teen solos in plane he helped build By Barbara A. Schmitz

Austin Malcomb soloed on his 16th birthday in this RV-12 that he helped build through Eagle’s Nest, a program where students complete aircraft-building projects at school.

2010. The program has now expanded to six states and has students building light-sport aircraft from plans and parts within schools, and then using those aircraft to teach flight training.

“About 115 kids have been involved since the beginning of the program, but since the project is in the school it has touched thousands of students,” Kelly says.

Malcomb says he heard about Eagle’s Nest while at an EAA Chapter 1328 activity. He immediately knew it was something he wanted to participate in.

Working mainly summers and two nights a week after school, the students built the plane, piece by piece. But the most challenging part of the project was staying with it, says Malcomb, who will be a high school junior in the fall.

“After a while, you just get tired of it because it gets boring,” he says. “But you have to keep going.”

There is an incentive to stay with the project, however. Those students that do complete the project and at-

tend EAA AirVenture Oshkosh get 20 hours of flight instruction for free.

“The only thing you have to pay for is your logbook,” Malcomb says. “There is no reason to not want to be part of the project.”

Two other students have since so-loed in the RV-12.

Malcomb says flying the RV-12 is “like driving a sports car.” That’s be-cause the only other small plane he’s flown in has been the 172, he explains.

Malcomb says his father, a commer-cial pilot, and grandfather suspected he would be nervous when he real-ized his flight instructor wasn’t in the other seat for his solo. “But I was calm throughout.”

He now has about 35 hours logged in the plane, and he’s already planning to pass his checkride on his 17th birthday and become a certificated private pilot.

Malcomb hopes to build his own plane and become a commercial pilot someday. “But I’ll do anything, as long as I can be in a cockpit,” he says. AVT

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L owell Farrand, EAA 35370, of Li-gonier, Indiana, will receive the 2013 EAA Tony Bingelis Award

tonight at the annual Homebuild-ers Dinner in the Nature Center. Far-rand was nominated in recognition of his dedication and involvement in the

homebuilt aviation community. Farrand was a part of the original

EAA designee program in the 1960s working alongside of EAA Founder Paul Poberezny and award name-sake Tony Bingelis. He specializes in homebuilt aircraft and is a safety ad-

Longtime EAAer to receive 2013 EAA Tony Bingelis Awardvocate and innovator for aviation.

In addition to helping others ensure safety in building and flying their aircraft, Farrand has achieved several major accomplishments including co-designing and piloting the first powered parachute in the United States; building and demonstrating some of the nation’s first gyroplanes; and serving as an FAA designated airworthiness representative since 2004.

Farrand is a member of EAA Chapter 132 in Elkhart, Indiana, and serves as the Young Eagles coordina-tor. He is also a technical counselor and flight advisor for the chapter. He’s made more than 400 test flights in newly built or restored airplanes and has made literally thousands of personal tech counselor visits to pro-vide guidance and direction for nu-merous projects.

As for his own projects, Farrand has constructed or restored more than 25 aircraft, ranging from ultralights to AT-6 Texans.

He previously received the “Man and Machine” prize from EAA in 1972 for his efforts at Oshkosh. He has been an EAA member since 1967.

Some comments from Farrand’s nomination include: “He is aviation personified.” … “(Lowell) lives and breathes aviation and he has passed that passion on to us.” … “He is one of experimental aviation’s most re-markable builders, safety advocates, and innovators.”

The annual Homebuilders Din-ner will be held in the Nature Center Pavilion. Tickets for the dinner must be purchased in advance at Home-builders Headquarters, located on the flightline just south of Warbird Alley.

The Tony Bingelis Award was created in 2002 to recognize a member from the aviation community who has contribut-ed to homebuilt projects and safety pro-motion, while maintaining EAA values. The award honors the late Tony Binge-lis, who was a legendary homebuilding authority and a columnist for Sport Avi-ation magazine. AVT

Lowell Farrand will receive the Tony Bingelis Award tonight at the Homebuilders Dinner.

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THURSDAY, AUGUST 1

7:00 AM - 9:00 AM Powered Parachutes (Performance), Ultralight Runway7:15 AM - 7:45 AM Fellowship of the Wing (Special Event), Fergus Chapel8:00 AM - 9:30 AM Aerobics (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), EAA Welcome Center8:30 AM - 9:30 AM Air Academy (Forum), Bob Campbell, Scott Cameron, Chapters & Young Eagles8:30 AM - 9:45 AM How Old is Too Old? (Forum), Hobie Tomlinson, College ParkHitting the Road on Mars (Forum), Z. Nagin Cox, Innovations PavilionPolar Pumpkin - SUCCESS! (Forum), Art Mortvedt, Pavilion 1

Are You Fit To Fly? (Forum), Dr. Robert Achtel, Pavilion 2 GAMAEngine Tuning (Forum), Klaus Savier, Pavilion 4Pass Your Checkride (Forum), Larry Bothe, Pavilion 5 HAIPiston Engine Cooling For (Forum), Sonja Englert, Pavilion 6 JP InstrumentsAircraft Interior Plastic (Forum), JD Casteel, Pavilion 7 Honda AircraftPreventing LOC Accidents (Forum), GA Joint Steering Committee, Pavilion 8 NATCAAirparks - Selection Proc (Forum), Ronald Heidebrink, Pavilion 9 Honda GenFabric Covering 101 (Workshop), Pavilion 10 Poly-FiberCessna 140-Learn It All (Forum), Jack Cronin, Pavilion 11 BRP/RotaxSheet Metal 101 (Workshop), Sheet Met-Aircraft SpruceTIG Welding 101 (Workshop), TIG Weld Lincoln ElecElectrical System Install (Demo), Robert McLaughlin, Aeroplane FactoryComposite 101 (Workshop), Composite WorkshopAuto Engines Conversions (Forum), Patrick Panzera, Workshop Class 1Gas Welding 101 (Workshop), Gas Welding WorkshopNavigation w GPS Outage (Forum), Rick Massimini, FAA Aviation Safety CtrTeam Minimax Aircraft (Forum), David Cooper, Ultralight Forums TentWarbirds 101-Get Involved (Forum), Bill Fisher, EAA Welcome CenterSpirit of Aviation (Movie), Skyscape Theater8:30 AM - 10:00 AM Antenna for Composites (Hints for HB), Scott VanderVeen, HB Hangar Aircraft Spruce8:30 AM - 10:30 AM Wood Construction 101 (Workshop), Wood Workshop8:30 AM - 12:30 PM Metal Shaping (Workshop), Dave Wenglarz, Vintage Hangar8:30 AM - 3:00 PM Timeless Voices (Interview), Timeless Voices Theater8:30 AM - 5:00 PM Aircraft Restoration (Demo), Aeroplane Factory9:00 AM - 9:45 AM Pearl Harbor to Tokyo (Movie), Flying Cinema9:00 AM - 11:00 AM To Fly and Fight (Author’s Corner), C.E. Bud Anderson, EAA Wearhouse9:00 AM - 12:00 PM Ultralight & Light Planes (Performance), Ultralight Runway9:00 AM - 4:00 PM Replica Fighters Forums (Forum), Replica Fighters HQ9:15 AM - 10:15 AM Avoid Being Intercepted (Forum), Kevin Roethe, Federal Pavilion9:30 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 - 11:45 AM Sky King Volume 3 (Movie), Flying Cinema10:00 AM - 10:45 AM Warbird Recovery (Forum), Gordon Page, Bendix King Pavilion ADS-B Academy: iPad (Forum), Garmin, Garmin Hangar Tent 110:00 AM - 11:00 AM Careers in Aviation (Forum), Jeff Skiles, Chapters & Young EaglesHand Prop Your AC (Forum), Vintage Red BarnPV-2 Harpoon (Forum), Taigh Ramey, Warbirds in ReviewReturn of Champions (Activity), Phillips 66 PlazaVintage (Workshop), Vintage Hangar10:00 AM - 11:15 AM Life Support / Propulsion (Forum), Tom Crabb, Innovations PavilionCanada - In Floor Heat (Forum), Jack Dueck, EAA CanadaStall/Spin Awareness (Forum), Rich Stowell, College ParkFlying Into Yesterday, Jean Vi-Lenthe, Hilton TheaterEagle’s Nest Project (Forum), Robert Kelly, Pavilion 1First Flights (Forum), Ted Sanders, Pavilion 2 GAMAPropellers Explained (Forum), Jack Norris, Pavilion 3 SennheiserAviation Medicine Update (Forum), Dr. Gregory Pinnell, Pavilion 5 HAIOxygen-Do You Need It? (Forum), Dr. Brent Blue, Pavilion 6 JP InstrumentsSecrets From the Tower (Forum), Bob Richards, Pavilion 7 Honda AircraftSuborbital Spaceflight, Mark “Forger” Stucky, Pavilion 8 NATCAAmerican WACO Club Inc. (Forum), Steve Curry, Pavilion 9 Honda GenMaintaining a Luscombe (Forum), Paul Osmanski, Dana Osmanski, Pavilion 10 Poly-FiberBasic Spray Painting (Forum), Ron Alexander, Pavilion 11 BRP/Rotax

30 AIRVENTURE TODAY

Acro Sport I & II (Forum), Dave Karlson, Bob Davis, et al., Workshop Class 1Mixture Meter (Forum), Sid Wood, Workshop Class 2NextGen Outreach and Perf (Forum), Gisele Mohler, FAA Aviation Safety CtrMy Personal Harrier (Autograph), Art Nalls, Maj. Gen. J. Anderson, EAA Welcome CenterDuxford’s WWII History (Forum), David Lee, Vette TheaterHuman Factors (Forum), Dick Rutan, SpaceShipOne / VoyagerTwo Wings, Many Prayers (Movie), Mike Blyth, James Pitman, Skyscape TheaterArt & Aerobatics (Forum), Lisa Lemeland, Aerobatics Pav-IAC HQ Homebuilts in Review-Sonerai II, Fred Keip, HB Hangar Aircraft Spruce10:00 AM - 2:00 PM Zenith “Engine Day” (Forum), Sebastien Heintz, North Aircraft Display Area10:15 AM - 11:15 AM Accident Investigation (Forum), NTSB, Federal Pavilion10:15 AM - 10:45 AM Embry-Riddle Univ/Kiddie Hawk Air Academy, Danny ClishAM KidVen-ture Legends & Guests10:30 AM - 11:15 AM Weather in the Cockpit (Forum), Garmin, Garmin Hangar Tent 2 11:00 AM - 11:30 AM Vintage in Review (Forum), Ray Johnson, Vintage Red Barn11:00 AM - 11:45 AM ADS-B: An Overview (Forum), Sean D’Arcy, Bendix/King Pavilion, Aera Portables (Forum), Garmin, Garmin Hangar Tent 111:00 AM - 1:00 PM Wood Construction 101 (Workshop), Wood WorkshopCall to the International Space Station, Frank Bauer, Rosalie White, Innovations Pavilion11:00 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, EAA Wearhouse11:15 AM - 11:45 AM Legends and Guests at KidVenture, Randy Gaston, KidVenture Legends & Guests

11:15 AM - 11:45 AM AWOS & ASOS (Forum), Rich Mamrosh, Federal Pavilion11:30 AM - 12:15 PM Fast Track ADS-B Academy (Forum), Garmin, Garmin Hangar Tent 211:30 AM - 12:30 PM Museum/Library Overview (Forum), Sue Lurvey, Ron Twellman, Chap-ters & Young Eagles11:30 AM - 12:45 PM Pilot Professionalism (Forum), Jason Blair, College ParkSpace Odyssey 2013 (Forum), Charlie Precourt, Innovations PavilionStart a Chapter in Canada (Forum), EAA Canadian Council, EAA CanadaVirginia Avn Initiatives (Forum), Randy Burdette, Pavilion 1Zenith 750 Cruzer / STOL (Forum), Sebastien Heintz, Pavilion 2 GAMARadial Familiarization (Forum), Ron Hollis, Pavilion 3 SennheiserSMOOTH Engine Mounts (Forum), Thomas Law, Pavilion 4Come up and Get Me, Col. Joe Kittinger, Pavilion 5Production A/C Interiors (Forum), Dennis Wolter, Pavilion 6 JP InstrumentsTo Fly & Fight (Forum), C.E. Bud Anderson, Pavilion 7 Honda AircraftMechanics -Managing Risks (Forum), NTSB Staff, Pavilion 8 NATCAWhat’s New at Van’s A/C? (Forum), Dick VanGrunsven, Gus Funnell, Pavilion 9 Honda GenLuscombe Repair & Maint. (Forum), Doug Combs, Pavilion 10 Poly-FiberSave $$ on Airplane Ins. (Forum), Bob Mackey, Pavilion 11 BRP/RotaxRV Aircraft - Fiberglass (Forum), Sam James, Composite WorkshopRules of Homebuilding (Forum), Charlie Becker, Workshop Class 2Challenger Owners (Forum), Greg Klemp, Ultralight Forums TentDisney’s Planes Q&A (Forum), Klay Hall, EAA Welcome CenterThe Story of Lady Be Good (Speaker), Dick Campbell, Vette TheaterEspionage During Cold War (Forum), Werner Juretzko, Hilton TheaterWhirly-Girls Intl. (Forum), Dianna Stanger, Skyscape Theater

THURSDAY, AUGUST 1, 2013 31

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

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

Cultivating Aerobatics (Forum), Michael Lents, Aerobatics Pav-IAC HQAeroVee Engine Tour (Forum), Jeremy Monnett, HB Hangar Aircraft Spruce11:45 AM - 12:30 PM Story of the Helicopter (Movie), Flying Cinema11:45 AM - 12:45 PM Know the Rules: FAR 61/91 (Forum), Donna Wilt, Federal Pavilion12:00 PM - 12:30 PM Legends and Guests at KidVenture, Dick Rutan, Pilot, Voyager, KidVen-ture Legends & Guests12:00 PM - 12:45 PM PFD/MFD Failure (Forum), Ted Spitzmiller, Bendix/King Pavilion, Flying Upgrade Avionics (Forum), Garmin, Garmin Hangar Tent 112:00 PM - 2:30 PM Rotorcraft (Performance), Ultralight Runway12:30 PM - 12:45 PM Flight Gear (Showcase), Warbirds in Review12:30 PM - 1:30 PM Sport Flying Vol. 3 (Movie), Flying Cinema12:30 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 Review12:45 PM - 1:45 PM NTSB GA Safety Alert (Forum), NTSB, Federal Pavilion1:00 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 Space Odyssey 2013 (Forum), James Voss, Innovations PavilionEAA Museum Programs (Forum), Zack Baughman, Chapters & Young EaglesHand Prop Your AC (Forum), Vintage Red BarnCanadian AC Insurance (Forum), Sandy Odebunmi, EAA CanadaLegal Tips Buying/Selling (Forum), EAA Legal Advisory Council, EAA Welcome CenterBob Hoover & F-86 (Forum), Paul Wood, Warbirds in Review1:00 PM - 2:15 PM Homebuilts in Review-Questair, Jerry Mercer, HB Hangar Aircraft SpruceStop Killing Multi Pilots (Forum), Nick Frisch, College ParkMaking Aviation Sexy (Forum), Ravi the Raviator, Pavilion 1Keep Your Beech Flying (Forum), American Bonzanza Society, Pavilion 2 GAMAMotorcycle On Board (Forum), David Shelton, Pavilion 3 SennheiserFuel System Basics (Forum), Donald Hall, Pavilion 4Strong Composite Repairs (Forum), Mike Hoke, Pavilion 5 HAI7 Sins of Airplane Design (Forum), Barnaby Wainfan, Pavilion 6 JP InstrumentsFlying After Maintenance (Forum), Mike Busch, Pavilion 7 Honda AircraftCare of Franklin Engines (Forum), Robert Still, Pavilion 8 NATCAFabric Covering 101 (Workshop), Pavilion 10 Poly-FiberThe Cold War Museum (Forum), Christopher Sturdevant, Pavilion 11 BRP/RotaxSheet Metal 101 (Workshop), Sheet Met-Aircraft SpruceTIG Welding 101 (Workshop), TIG Weld Lincoln ElecComposite 101 (Workshop), Composite WorkshopElectric Motorglider (Forum), Brian Carpenter, Workshop Class 1Gas Welding 101 (Workshop), Gas Welding WorkshopFairchild Airplanes (Forum), Mike Kelly, Workshop Class 2Crash in Convenient Place (Forum), Greg Feith, FAA Aviation Safety CtrLegal Eagle (Forum), Leonard Milholland, Ultralight Forums TentNat Aviation Hall of Fame (Forum), Ron Kaplan, Vette TheaterStearman Aerobatics (Forum), David Burroughs, Aerobatics Pav - IAC HQ1:30 PM - 2:15 PM GTN: Flying Hands On (Forum), Garmin, Garmin Hangar Tent 21:30 PM - 2:30 PM Navigation w/ GPS Outage (Forum), Rick Massimini, Seaplane Base1:30 PM - 2:45 PM Composite Talks (Forum), Sam James, Aeroplane Factory1:30 PM - 3:30 PM Sky King Volume 11 (Movie), Flying CinemaWood Construction 101 (Workshop), Wood Workshop2:00 PM - 2:30 PM Top 10 Aviation Legal ?s (Forum), EAA Legal Advisory Council, EAA Welcome Center2:00 PM - 2:45 PM ADS-B: An Overview (Forum), Sean D’Arcy, Bendix/King Pavilion, ADS-B Academy: GDL 88/GTX (Forum), Garmin, Garmin Hangar Tent 1

2:00 PM - 3:00 PM Vintage (Workshop), Vintage Hangar2:00 PM - 3:30 PM Int’l Space Station Call (Forum), Frank Baugher, Rosalie White, Innovations Pavilion2:30 PM - 3:00 PM ADDS (Forum), Liam Lynam, Federal Pavilion2:30 PM - 3:45 PM MedXPress (Forum), Dr. Gregory Pinnell, Pavilion 1Gweduck Aircraft, Walter Fellows, Forum PavilionAviation Writing Open Mic (Forum), Roger Thiel, Pavilion 2 GAMAPropeller Design Workshop (Forum), David Gall, Pavilion 3 SennheiserHow to Reduce Vibration (Forum), Matthew Dock, Pavilion 4A/C Lighting Solutions (Forum), Dean Wilkinson, Pavilion 6 JP InstrumentsMojave: Where It Happens (Forum), Elliot Seguin, Pavilion 7 Honda AircraftFranklin Map to Recovery (Forum), Kelly Bartlett, Pavilion 8 NATCAAmazing Airborne Video (Forum), David Tenenbaum, Pavilion 10 Poly-FiberBellanca High-Wings (Forum), Robert Szego, Pavilion 11 BRP/RotaxCylinder Safety (Forum), Jimmy Tubbs, Workshop Class 1Chart Challenge Live: IFR (Forum), Andy Miller, FAA Aviation Safety CtriPads in the LSA cockpit (Forum), Jim Sweeney, Ultralight Forums Tent2:30 PM - 4:00 PM Stretch & Dome Aluminum (Hints for HB), Mark Lynn, HB Hangar Aircraft Spruce2:30 PM - 6:30 PM Thursday Air Show, Air Show3:00 PM - 5:00 PM Aluminum Gas Welding (Workshop), Joe Maj, Gas Welding WorkshopPapua Pilot (Author’s Corner), Dane Skelton, EAA Wearhouse100-Year Anniversary of World War I, Rebecca Matzke, Ripon College, Hilton Theater4:00 PM - 4:45 PM Hot Aeromedical Issues (Forum), Dr. Fred Tilton, FAA Aviation Safety Ctr4:00 PM - 5:15 PM Lockheed Flight Services (Forum), Mike Glasgow, Pavilion 1Building Your Switchblade (Forum), Sam Bousfield, Pavilion 3 SennheiseriPad in the Cockpit (Forum), Jason Miller, Pavilion 4Creating Flying Artwork (Forum), John Stahr, Pavilion 6 JP InstrumentsThe SSC Flying Motorcycle (Forum), Larry Neal, Pavilion 10 Poly-FiberBellanca Low-Wings (Forum), Robert Szego, Pavilion 11 BRP/RotaxEngine Blueprinting (Forum), Archie Frangoudis, Workshop Class 15:30 PM - 8:30 PM Cessna 120/140 Banquet (Activity), Pavilion 6 JP Instruments5:30 PM - 11:00 PM Gathering of Eagles (Banquet), Eagle Hangar Mainstage6:00 PM - 8:00 PM Homebuilders Dinner (Special Event), Nature Center6:30 PM - 7:30 PM Ultralight & Light Planes (Performance), Ultralight Runway6:30 PM - 8:00 PM Dueling Pianos (Concert), Phillips 66 Plaza7:30 PM - 8:00 PM Powered Parachutes (Performance), Ultralight Runway8:00 PM - 10:00 PM Open Mic and Music Jam (Activity), John Vining, Ultralight Forums Tent8:30 PM - 10:00 PM Yves “Jetman” Rossy (Evening Program), Theater in the Woods8:30 PM - 10:30 PM The Avengers (2012, PG-13) (Movie)

32 AIRVENTURE TODAY

Thursday, August 1 - 2:30 p.m.Suzanne Oliver (skywriting), Misty Blues Parachute Team circled by Patty Wagstaff, Patty Wagstaff (RV-8), Gene Soucy & Teresa Stokes (Showcat wing walking), Julie Clark (T-34), Women Warbirds, David Martin (CAP 232), Yves “Jetman” Rossy, Yuneec eSpyder, Greg Koontz & The Alabama Boys (Piper J-3 Cub), Sean Tucker (Oracle Challenger III), Terry Humphrey (Thrush 510G), Bob Carlton (Super Salto), Larry Neal (SkyCycle), The 4ce, Justin Lewis (BD-5J Microjet), Team AeroDynamix (RVs), Chuck Aaron (Red Bull Helicopter), Kirby Chambliss (Edge 540), Art Nalls (Sea Harrier), Warbirds

THURSDAY, AUGUST 1, 2013 33

No one knows your factory engine better than the factory that built it in the fi rst place.Only Lycoming can rebuild your engine to factory-new specifi cations that come with a zero-time

log book, a two-year factory warranty, and increases to your airplane’s value.There is no comparison.

Visit your local distributor or call Lycoming at 1-800-258-3279 and ask how you can save up to $5,000 on a rebuilt engine*. Learn more at Lycoming.com

* Certain restrictions apply. Exchange engine core requirements will be dependent upon the selected offer. Contact your distributor or visit lycoming.com for more details. Offer subject to change or end at any time.© 2013 Avco Corporation. All rights reserved.

34 AIRVENTURE TODAY

One distinct advantage for this year’s winning Super Cub at the infamous Valdez, Alaska, STOL contest was

an airplane at least 30 pounds lighter than other similar craft. A recent re-covering with BetterAircraftFabric’s Oratex pre-painted fabrics resulted in the lighter weight, and possibly, the victory. In addition to being lighter, the Oratex system can be applied without the usual precautions and equipment necessary when covering with a traditional lifetime fabric system. “We want to enable people to build fab-ric-covered airplanes, that look like they are covered with normal lifetime fabrics, in their living rooms,” said Lars Gleitsmann at the company’s booth in Hangar A. “This product will enable someone to restore a Fairchild 24 or any kind of fab-ric-covered airplane in the living room, or in a typical American attached garage. “The normal processes are not just toxic and extremely dangerous while you

spray the stuff. They continue to outgas toxins while curing. That basically denies any possibility of doing any kind of tradi-tional aircraft fabric work in a house with an attached garage. “With our fabric all of that is history. All the painting happens at the factory. Our fabric can be painted like normal fabric, but it does not have to be for any technical reason.” Adhesives used with the fabric are heat activated and solvent free. Cleanup, as long as the adhesive has not cured, sim-ply requires water. A key design characteristic of the Ora-tex fabric is a built-in limit to the amount of tension the fabric will attain. “If you tighten the fabric too much [with typical systems] the airframe struc-ture underneath will be crushed,” Gleits-mann said. “It is a very common to see trailing edges that are buckled inward and lower longerons sucked in because the fabric is shrinking and pulling so hard.

“Our fabric is designed in a way that it cannot exceed, and will not exceed, a cer-tain tightness. It is tight enough for good flight characteristics, but it can’t tighten more than needed. It is impossible to de-stroy the airframe by overtightening.” Time required to cover an airplane should be shorter as well. Gleitsmann esti-mates that an expert will require approxi-mately 250 hours to cover an aircraft the size of a Super Cub with a traditional system. Amateur builders could easily consume 500 hours doing the same job. With the Oratex system he estimates the same job should re-quire not much more than 100 hours. Installation techniques are similar to other systems. Stitching is required if the aircraft design calls for it, though the pinked-edge tape used to cover the stitch-ing already has glue applied to the back. Gleitsmann says applying the tape is no more difficult than applying duct tape. The fabric is currently available in eight different colors and more are planned.

A lighter, faster way to coverBy Randy Dufault

Lars Gleitsmann of BetterAircraftFabric demonstrates the puncture resistance of its Oratex pre-painted fabric.

PHOTO BY RANDY DUFAULT

THURSDAY, AUGUST 1, 2013 35

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Johnsen and Johnsen share love for a Mustang

W hen I heard that a genuine combat-proven P-51 would be at AirVenture 2013, I was in-

trigued. When I learned its wartime pilot spelled his name the same uncommon way I do—JohnsEn instead of JohnsOn, my imagination ran overtime. Could I be related to a fighter pi-lot of that fantastic generation? He was Hjalmar Johnsen; did I have a long-lost Uncle Hjalmar on the ambitious branch of the family tree? Or might we at least be related through some ancient viking ancestor like Ivar the Boneless, Cnut the Great, or Harald Bluetooth? Ivar was said to be nimble in battle; Cnut was a great king of both Denmark and Norway, and Harald, well I wonder if he walked around talking to himself a lot. Alas, Hjalmar Johnsen’s family emi-grated to the United States from Norway, my father’s predecessors from Denmark.

Still, seeing our uncommon name JohnsEn on the side of the Cavanaugh Flight Museum’s P-51 at AirVenture gives me a vicarious pride, even if we hail from different parts of the gene pool. Hjalmar Johnsen was born in Brook-lyn in 1919 to Olaf and Martine Johnsen. Originally assigned to National Guard horse cavalry, Hjalmar transferred to the AAF after Pearl Harbor. The Ninth Air Force’s 370th Fighter Group received Hjalmar in 1943, where he first flew twin-engine P-38s. Surviving a groundfire shootdown and bailout from his P-38 over Belgium in October 1944, Hjalmar convalesced while his group traded its P-38s for P-51s. That’s where he met the Mustang that came to Oshkosh this year. Jim Cavanaugh, founder of Cavana-ugh Flight Museum in Addison, Texas, said Hjalmar’s logs indicate he flew nine combat missions in this Mustang. Hjal-

mar Johnsen went on to a long postwar career with United Parcel Service. He died in 1999. When Cavanaugh bought P-51 se-rial number 44-72339, it was generally known the fighter had served postwar Sweden and later the Dominican Re-public before returning to the States in civilian hands. Cavanaugh’s refurbishing of the Mustang included replacing some fuselage skin panels in which it appeared that math problems—possibly aircraft weight and balance calculations—had been gouged into the surface some time in one of its past lives. But its combat history remained obscured. This Mustang carried other markings, along with its actual tail num-ber, and that triggered Hjalmar’s son, who verified his father’s logbooks noted this same aircraft in the Ninth Air Force. Some snapshots survived, and during an extensive rebuild a few years ago, 44-

72339 emerged once more as Hjalmar Johnsen’s The Brat III. Close inspection of The Brat III at Air-Venture reveals some nice touches in its paint and markings, like the use of the last four digits of its serial number—2339—on the removable cowl panels. That aided me-chanics back in the day when more than one P-51 could have cowlings off for main-tenance, and not all pieces fit all airplanes as smoothly as the ones that came with the aircraft from the assembly line. Cavanaugh decided to fly The Brat III with a jump seat, to give people the op-portunity to fly in a Mustang “that actu-ally saw combat in Europe,” he explains. Whether Hjalmar Johnsen and I are related through some distant Viking is still in doubt. But there’s no doubt that his name appears on the same P-51 he flew in combat more than six decades ago, and Johnsens everywhere can stand tall around this Mustang.

By Frederick A. Johnsen

 

 

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36 AIRVENTURE TODAY

Helping fun take flight.Aviation plays a big role in what we do. That’s why we’re

pleased to play a role in celebrating it here along with families

like yours at the EAA AirVenture. Visit our FedEx ShipSite® at

booth #472 and ship your souvenirs home right from the air show.

fedex.com© 2013 FedEx. All rights reserved.

Head over to Exhibit Hangar B Thurs-day and Friday and see if you can win the Crosswind Challenge, sponsored by Bendix/King. Using a Redbird Xwind simulator, participants will test their crosswind landing skills in a simulated approach.

The top scorer each day will be awarded a $100 gift card. The Redbird sim is located just inside the entrance of Exhibit Hangar B. The con-test runs from 9 a.m. until closing, and you can check you scores throughout the day at the Bendix/King pavilion, Exhibit 292.

Take the Bendix/King Crosswind Challenge

Find Chicken Wings 2: Full Throttle in the EAA Wearhouse.

THURSDAY, AUGUST 1, 2013 37

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38 AIRVENTURE TODAY

After flying over and rocking its wings, the FedEx A300 parked on Phillips 66 Plaza.

Learn more about EAA and become a member at the EAA Welcome Center, west of Phillips 66 Plaza.

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With roaring engines and loud wind noise, a pilot’s hearing is constantly ex-posed to high decibels—not only true in the aircraft plane but even during the Sennheiser press conference held here on Tuesday where the company introduced its new S1 NoiseGard headset. Along with its usual level of speech intelligibility, the new active noise-can-celing headset offers superior comfort and a stylish design. Together with the S1 Passive and the top-of-the-line S1 Digital, this headset completes the fam-ily of S1 headsets specifically designed for general aviation. The S1 NoiseGard has passive atten-uation and features analogue Sennheiser NoiseGard active noise-canceling tech-nology. Tiny microphones inside the ear cups pick up the remaining background sounds—primarily low-frequency like engine noise—which the passive at-tenuation does not sufficiently address. The NoiseGard electronic circuitry then generates “anti-noise” that virtu-ally cancels it out. “A noise-canceling pilot’s headset is an important health and safety factor,” stressed Jörg Buchberger, Sennheiser’s aviation business segment manager. “In addition, we have equipped the headset with peak level protection, a feature that protects the pilot’s hearing against extreme volume peaks during radio communication.” The S1 NoiseGard offers excellent music performance with a frequency response of 20 to 18,000 Hz. The audio source is simply connected to the headset via the control unit, and a mobile phone can also be connected. The S1 NoiseGard automatically mutes both music and mo-bile phone calls as soon as any radio sig-nal is received. Design, developed in cooperation with BMW Group DesignworksUSA, includes three-stage individually adjustable contact pressure and ear cushions with a soft, flex-ible zone to accommodate the temple arms of (sun) glasses. The entire family of S1 general aviation headsets is made in Germany and come with a five-year guarantee. The S1 NoiseGard is available at EAA AirVenture Oshkosh 2013

for $795. Visit Sennheiser at Exhibit 288 or at www.Sennheiser-Aviation.com. Tuesday also included a sneak peak at iFlightPlanner.com for iPad 2.0, developed with Sennheiser. Featuring cloud-based syn-chronization with iFlightPlanner.com and mobile.iFlightPlanner.com, it features:•In-approuteplanning•Certifiedweatherbriefs•Integratedweightandbalancecalculator•VFR,IFR,andIFRICAOflightplanfiling•Intelligentcockpitvoicerecorder•Electronicpilotlogbook

Premium memberships retail for $9.95 per month, $24.95 per quarter, and $89.95 per year at iFlightPlanner.com/join. OpenAirplane also announced a new offer with Sennheiser that offers use of S1 Digital and S1 NoiseGuard headsets with rental airplanes. “We’re excited to be working with Sennheiser to offer pilots a great perk when they rent with OpenAirplane,” said Rod Rakic,co-founder. With headsets available, pilots will be able to skip packing their own headset when they travel. For more information visit www.OpenAirplane.com. In addition, Sennheiser committed major support to the year-old EAA Eagle Flights program, and Jeff Skiles, EAA’s vice president of communities and member pro-grams, appeared. Eagle Flights introduces flight to adults who have always been interested in learning to fly, but don’t how or where to take that first step. It’s also a mentoring program for would-be pilots. The initiative uses the knowledge and support of nearly 1,000 EAA chapters to promote aviation and welcome new enthu-siasts in local communities.

Sennheiser launches S1 NoiseGard headsets, commits to EAA Eagle Flights By Marino Boric, European Correspondent

40 AIRVENTURE TODAY

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No matter how it’s sliced, the vast majority of general aviation ac-cidents stem from some sort

of pilot error: either a lack of skill, a lack of good judgment, or both. Rec-ognizing this, the FAA, the NTSB, and industry have implemented various programs in recent years to enhance safety and reduce accident rates. These efforts are working, but accident rates remain relatively high. One of the next steps in this long-term effort is to revise the ways in which pilots are tested and earn their certificates. In response, an industry-led effort is currently underway to overhaul the way the FAA tests a pi-lot’s knowledge and skills. The goal is to make testing and training more relevant and meaningful to general aviation’s “real world,” and to move beyond the FAA’s sometimes obsolete, technologically dated education and training environment. That effort is embodied in the FAA’s Airman Testing Standards and Train-ing Aviation Rulemaking Committee (ARC), which was established on Sep-tember 21, 2011. In addition to vari-ous FAA managers, the ARC’s mem-bership includes representatives from the General Aviation Manufacturers Association and the Aircraft Owners and Pilots Association, plus training providers like Sporty’s, Jeppesen, King Schools, Gleim Publications, and the National Association of Flight Instruc-tors (NAFI). The ARC’s objective is to provide the FAA with industry’s experience and expertise in the flight training arena. Put simply, industry believes airman standards, handbooks, and testing materials are not keeping pace with aviation training methods and technology. The aviation community also has faulted the FAA for its piece-meal and often unilateral efforts to re-vise standards, training materials, and testing methodologies. The ARC recently completed its work, producing recommendations on revising the training and testing pro-

cess and content. A key recommen-dation called for the FAA to integrate knowledge, skills, and risk manage-ment for each major task included in the current Practical Test Standards (PTS) into a single Airman Certifica-tion Standard (ACS). According to the ARC’s final re-port, “airman certification standards for each certificate will become the main guide for applicants to determine the required knowledge, skills, and risk management, as well as the degree of mastery applicants must achieve dur-ing their training to pass the test for certification. Questions will fully le-verage rote learning where appropri-ate, while challenging the applicant to understand the needed knowledge without being concerned with trick questions or inconsequential direct ex-cerpts from specific documents.” The Airman Testing Standards and Training working group has drafted standards for the private pilot certificate, instrument rating, and flight instructor certificate. The stan-dards will improve both testing and training by placing all the necessary

knowledge and skill requirements into one document. In addition to the knowledge need-ed to fly safely and the skills needed to fly effectively, the tools to manage the known risks of aviation are incorpo-rated throughout the new standards. “To build safety awareness and im-prove the success rate for those who start flight training, using these new standards throughout flight train-ing will clearly make meaningful connections between the first flight, the knowledge exam, and eventually practical tests,” said EAA Chairman Jack Pelton. Earlier this year, the working group published for comment draft standards for the private pilot certificate and instrument rating and received more than 300 comments. Late last month, the group published revised standards, taking into account many of the com-ments and suggestions, and also pub-lished a new standard for flight in-structors. The flying public can now review the new and revised standards on www.Regulations.gov and searching for “FAA-2013-0649.”

FAA, industry revising pilot testing and training standardsBy David Oord and Joseph E. (Jeb) Burnside

THURSDAY, AUGUST 1, 2013 41

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Around the FieldGene Van Boxtel and Dave Haase are members of EAA Chapter 444 in Ap-pleton, Wisconsin. Here at AirVenture, Chapter 444 serves the mission of pro-viding tie-down stakes to visiting aircraft owners who have arrived unprepared. Gene and Dave are two of the volun-teers who drive up and down the rows selling the stakes. They sell them for $25. They can be returned at the end of the week for a $10 refund. Gene’s been coming to the fly-in for 10 years and Dave for eight. The money that Chapter 444 raises through the tie-down sales are used to provide scholarships to local kids to at-tend the EAA Air Academy. This past season they provided a 50 percent schol-arship to three Air Academy students.

Mark and Beth Pullen are from Kansas City. They’ve been coming to the fly-in since 2007.

Why do they return each year? “I mainly come to Oshkosh to do exactly what I’m doing now,” Mark says. “Sit-ting in the grass and stare at airplanes. I think most of my friends think Osh-kosh is weird, because they’re not pi-lots, and the idea of coming, spending a week in a field in Wisconsin, and that you really love this and wait for it every year, is strange. “But I just love being around airplanes.” Beth isn’t an active pilot, but she so-loed some years ago and now attends the fly-in to be with Mark, and to enjoy the vacation time. They arrived at the fly-in this year on Monday. Although the trip here is only three hours flying, they overnighted in Iowa City. They pick Iowa City because, a long time ago, there was a hotel that had an aviation theme and offered special ser-vice to planes on their way to Oshkosh.

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That hotel has now changed owners and philosophies, but Mark and Beth still stay there through habit. And “so we have an easy flight in the morning.” Their airplane is a 1977 Cardinal RG. They’ve had it for “a year and a month.” They fly out of Charles B. Wheeler Downtown Airport (MKC) in Kansas City, “where the gas is $1.75 a gallon less than the other places nearby.” The RG is the first plane they’ve owned. “I’ve been a renter and flying club member for years and years,” Mark says. “I’ve always wanted to buy some-thing, and I finally did. “One of the reasons I wanted to own an airplane is so I could just go out and punch holes in the sky for fun, and not worry that much about it.” One of the more notable things Mark’s seen this year at AirVenture is the flight of Yves “Jetman” Rossy. “I think I want one. That kind of thing is what I picture in my head when I’m flying my Cardinal. That somehow I’m doing that. I wouldn’t want to travel from here to the West Coast in it. But in terms of just shooting holes in the sky you can’t get any better.”

As far as this reporter is concerned, Gene Cosklo is living the life. He owns a Legend Cub, an RV-8, a Cherokee 180, and the Cardinal that he flew into AirVenture this year. He variously bases this flock at a han-gar he keeps in Sarasota, Florida, or on the grass strip he maintains in his backyard in Wilkes-Barre, Pennsyl-vania. Oh, and he’s shopping for an-other plane, ’cause the answer to “How

many planes should a guy own?” is, “One more.” Gene flew into Oshkosh this year from Pennsylvania. He made a couple stops along the way, including one at Chicago Executive, where he looked a possible next plane. “A Beechcraft Debonair. I was think-ing of buying it, but I decided to pass.” He also stopped at Porter County in Il-linois, just east of Chicago, a favorite of his. “They have two old bombers and a P-51 there. The EAA chapter has dis-counted hot dogs and brats.” His Cardinal is the 1975 model, with fixed gear. “I bought it in Indiana last De-cember, and the paint was terrible and the interior was terrible. I took it to a paint shop and we did some interior work, and

you can see the way it looks now.” If all his planes were on the ramp side by side, which one would he fly first? “Oh, it’s just like kids. It depends on the time of the day. They’re all nice.” This is only Gene’s fourth time to the fly-in. He used to fly Hueys for the Army National Guard. And summertime deploy-ments would keep him from coming. “It just seemed so hard to come out here and sleep in a tent, after sleeping in a tent in the military. But now I wish I came here a long time before. “I tell people all the time, you don’t realize what you’re missing here.”

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44 AIRVENTURE TODAY

Transponder tech: Getting to 2020

On January 1, 2020, aircraft opera-tors wanting to access certain airspace in the United States must be equipped with ADS-B Out technology—ba-sically the same airspace where a Mode C transponder is required today. The question of when, how, and with what to update an in-service aircraft’s avionics to meet the ADS-B Out man-date remains unanswered for many owners; new transponders from the “usual suspects” in avionics is a good place to start. The transponder is a key component to update existing avionics to the ADS-B because most in-service aircraft sport a Mode C-compliant installation; Mode S does the same position and altitude data, adding ADS-B Out information, including more accurate position, aircraft registra-tion number, and/or call sign. Compliant ADS-B Out navigation-system-enabled position data. So, merely installing a Mode S transponder doesn’t equate to full ADS-B Out compliance; that requires equipment that meets perfor-mance requirements of FAR 91.227; TSO’d WAAS GPS does that. The good news? Today’s Mode S transponders offer lots of capabil-ity and numerous features. Plus, many available models are a slide-in replace-ment for the venerable and ubiquitous Bendix/King KT-76A Mode A/C tran-sponder. Here’s a rundown on four Mode S transponders on display at EAA AirVenture Oshkosh 2013 to get operators started.

Avidyne AXP340Avidyne’s AXP340 transponder is a pan-el-mounted Class 1 Mode S Level 2 de-vice supporting the 1090 MHz extended squitter (ES) standard for aircraft cruis-ing at/above FL180 after 2019. It’s a slide-in replacement for existing KT-76A/KT-78A transponders, and adds capa-bilities like a direct-entry keypad, pres-sure altitude, and GPS-derived latitude/longitude readout, flight ID entry, a one-button VFR code, stopwatch/timer, flight timer, and altitude alerter. The AXP340 retails for $5,995.

Bendix/King KT-74Like Avidyne’s offering, the newly an-nounced Bendix/King KT-74 transpon-der provides Class 1 Mode S Level 2 functionality and certification under TSO C112D, C166B and ETSO C112C, and C166B, meaning it complies with applicable U.S. and European standards and requirements. It also is a slide-in re-placement for existing KT-76/78 instal-lations. An eight-digit keypad, a VFR squawk button, pressure altitude display, and high power output round out the product’s features. The KT-74 has a retail price of $2,999.

Garmin GTX 330/33/23 SeriesGarmin International offers three dif-ferent Mode S transponders, each of which delivers 250 watts of transmis-sion power. The GTX 330 is panel-mounted; the GTX 33 is the remote product, for use with the company’s GTN 650/750 and G1000 products; and the GTX 23 also is a remote-mounted design for experimental aircraft us-ing a G3X primary flight display. Re-tail pricing for the GTX 330, GTX 33, and GTX 23 ES is $4,995, $4,195, and $2,450, respectively.

Trig TT31Trig, based in Scotland, is a relatively young company specializing in helping European aircraft operators meet that re-gion’s avionics requirements. The TT31 is an efficient Mode S transponder that also can use the same mounting tray as the KT-76A. It meets U.S and European re-quirements. Rather than the push-buttons becoming popular on offerings from other companies, Trig’s TT31 uses rotary knobs and also includes a timer/stopwatch func-tion plus an altitude monitor. Trig’s TT31 retails for $3,580.

By Joseph E. (Jeb) Burnside

THURSDAY, AUGUST 1, 2013 45

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Mike Goulian waves to the show crowd after performing in the air show.

THURSDAY, AUGUST 1, 2013 47

The air show crowd reacts to Mike Goulian’s aerobatic performance.

A new option for performing aero-batics is among the new products on display at EAA Oshkosh, Rud

Aero’s two-place RA-3. An all-carbon aerobatic machine, the RA-3 is the logical follow-on to the RA-2 that Rud unveiled here last year.

The RA-3 also differs from most aero-batic machines with side-by-side instead of tandem seating. Rud, of Sebastian, Florida, optimized the RA-3 design for primary flight train-ing as well as comfortable economical cross-country flight, maintaining fully

aerobatic qualities in a traveling machine. Founded in 2011, Rud Aero’s goal is to build a new generation of lighter, stronger, less-expensive aircraft made entirely of carbon fiber. The company is named for its owner, Taras Rud of the Ukraine. Rud’s first effort at building world-class aerobatic aircraft re-sulted in the RA-2, an Unlimited class aerobatic airplane, specifically designed for world-class aerobatic pilot Sergei Boriak. The two-seat tandem RA-2, ac-cording to Rud Aero, exceeds the capa-bilities of all existing aerobatic aircraft. Its lightweight carbon fiber airframe is the strongest in its class, able to sus-tain ±13g’s with a two-times safety factor. The RA-2 is a built-to-order airplane for world-class aerobatic pilots. The RA-3—like the RA-2 before it—offers interchangeable wing options: one for beginner/intermediate aerobatics, the other for advanced aerobatics. In this way it is possible to first train on a cambered training wing, then con-vert to a constant chord symmetrical wing for advanced aerobatics. The RA-3’s rugged, lightweight carbon fiber airframe is rated for ±8g with a two-times safety factor. The RA-3 is intended to be certified in the primary category under FAR Part 21.24. A similar, but lighter, airplane designated the RA-3 LSA—now in the

pipeline—will be certified as an LSA and will have a useful load of more than 500 pounds. Rud Aero’s facilities include full com-posite capabilities and five-axis CNC router capabilities, allowing the company to fabricate most of the composite and metal parts in-house. Final assembly is done in a 17,000-square-foot hangar on the Sebastian Municipal Airport. The core of the prototyping and pro-duction team is composed of engineers drawn from the talent pool at nearby Kennedy Space Center. The company has a 35,000-square-foot production facility and a 25,000-square- foot assembly building in Sebastian. Pro-duction tooling will be fabricated using a state-of-the-art Par 5-axis milling ma-chine, and composite parts will be made in climate-controlled rooms. The process allows parts to be built much more pre-cisely and quickly. For more information visit Booth 316 at EAA AirVenture 2013 or go to www.Rud.aero.

48 AIRVENTURE TODAY

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

Rud Aero debuted aerobatic side-by-side RA-3 on OshkoshBy Marino Boric, European Correspondent

Taras Rud is debuting the aerobatic RA-3 that can be used with two sets of wings.

THURSDAY, AUGUST 1, 2013 49

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50 AIRVENTURE TODAY

THURSDAY, AUGUST 1, 2013 51

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The Build A Plane/GAMA Aviation Design Challenge, unleaded fuels for aviation, and the innovative iE2 Integrated Electronic En-gine family. These are the top topics Lycoming En-gines continues to pursue, according to Mi-chael Kraft, the company’s senior vice presi-dent and general manager.

The Build-A-Plane/GAMA Aviation De-sign Challenge Lycoming continues to support the na-tional aviation design competition intended to encourage science, technology, engineer-ing, and math (STEM) education by donating one of the two Glasair Sportsman 2+2 aircraft kits built by competing high school teams. The student finalists spent two weeks at the Glasair factory assembling the aircraft and finishing before July 4. Both Lycoming-powered Sportsman aircraft are on display at AirVenture and some of those students are at Oshkosh to share their experiences. Unleaded fuels for aviation Lycoming continues to work at the fore-front of activities related to the transition to an aviation-grade unleaded alternative to to-day’s 100LL—one that provides comparable performance. Lycoming continues to advocate the UL 100 solution to meet the needs of the in-stalled base, ensure ongoing airworthiness, and preserve the investment made by cur-rent general aviation owners.

Lycoming has already approved multiple fuel options, and with the release of Service Instruction SI-1070S added 23 engines to the list of models approved for use with UL 91 unleaded avgas, raising the total to 63. In the last year Lycoming spent a consider-able amount of time testing and approving fu-els before they reach the production stage. “In the last four years we revised this (approved fuels) document four times; that’s more revi-sions than in last 20 years,” Kraft said.

Integrated Electronic Engine iE2 family Building on the TEO-540 flying on the Lancair Evolution and more recently the Northrop Grumman Firebird, Lycoming an-nounced the TEO-540-A1A or “J-type” de-rivative of the company’s flagship gas engine. This turbocharged, multi-grade fuel en-gine is designed to provide an economical solution for short-distance, low-altitude, and high-cycle flights common to FAR Part 135 operations. According to Kraft the technolo-gy used on IE2 engines is more complex than those used in turbines and the automotive field. “The service and maintenance people will have to go to school again,” he said. A pair of these engines will power the Tec-nam P2012 Traveler commuter aircraft un-veiled at AERO 2011.

Future powerGiven the wealth of news this week about diesel engines, Kraft noted that the answer isn’t “one technology versus other—not gas

engines against diesels,” but about where engines will be used, with which fuel, how they will be serviced, and how the existing

engine pool will be maintained. For more information visit Booth 277-282 at AirVenture or go to www.Lycoming.com.

Lycoming Engines update on GA outreach, unleaded fuel, and TEO-540 iE2 engineBy Marino Boric, European Correspondent

52 AIRVENTURE TODAY

Your EAA merchandise purchase supports EAA programs that grow participation in aviation.

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What’s happening in VintageWhen Wittman field closed on Tuesday evening, there were 740 registered vintage aircraft on the ground. Here’s what’s happening in Vintage today. Tips for restorers in hands-on workshop 9 a.m. and 11 a.m - Don Bartlett - Making your engine run more efficiently,

focusing on spark plugs from A to Z. 10 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, Cov-

ington, Ohio, making compound curves for cowling, wing root fairing strips, and instrument panels. South-west 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. Mike Roe, Ophelia, Virginia, 2007 Reserve Grand Champion 1947 Stinson 108-1. Greg Heckman, Polo, Illinois, new res-toration of a 1946 Funk B85C.

EAA welcomed Wisconsin Gov. Scott K. Walker to AirVenture Oshkosh 2013 Wednesday. Walker addressed at-tendees from the air show announcing stand prior to yesterday’s air show, noting the weeklong event brings at least $110 million in economic benefits to the Oshkosh area. He also used his appearance as an opportunity to thank the hundreds of volunteers who help make AirVenture happen each year. In recognition of AirVenture’s value to the state and to aviation, Walker earlier issued a proclamation declaring July 29 through August 4 as “Wisconsin Aviation Week.”

THURSDAY, AUGUST 1, 2013 53

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World Directory of Light Aviation 2013-2014

MotorsçInstrumentsçPropellersçRadioçAvionicsçGPS and more!

Eng Lish EDition £5.99

Available in English, and also in German, French and Chinese language editions.

World Directory of Light Aviation

Available at all EAA-Sales Outlets during AirVenture 2013 for only $ 16.50. (ask for EAA member discount)

Or order online:- www.shopeaa.org- www.widola.com

also in selected bookstores.

NEW EDITION 2013/2014

54 AIRVENTURE TODAY

BREAKFAST DAILY6:30a.m.-9:30a.m.

Friday, July 26 through Sunday, August 4

Located at the south end of the field near the Ultralight Runway

E A A A I R V E N T U R E O S H K O S H

RUNWAY

A Charity Run/Walk proceeds benefit

Oshkosh Area United Way

Run or walk the NEW unique aircraft-lined route around EAA’s AirVenture grounds. Participants

will receive Saturday admission to EAA AirVenture, which includes concerts, Rockwell Collins Night Air Show, and fi reworks capped off by the “Wall of Fire”, special event t-shirt and complimentary post-race snacks and water.

Saturday, August 3, 2013EAA AirVenture Grounds, 7 a.m.

Visit AirVenture.org/run or call 920-426-5912 to register.

Supported by:

At EAA AirVenture Oshkosh 2013 Flight Design chose an all-new diesel engine option for the Flight Design C4, Continental’s 2.0S four-cylinder diesel cycle engine. This was Flight Design’s “favorite” diesel choice since the beginning of the C4 project, but there was not an appropriate mainte-nance and servicing structure behind it. With the acqui-sition of Thielert through Continen-tal the situation has changed radically. But the company contin-ues to plan on using the engine-maker’s new IO-360AF alter-native-fuels engine.

Flight Design also revealed plans to as-semble the C4 in the United States with a high content of U.S. components while partnering with a Taiwan/Chinese compa-ny for production in the Chinese market. For more information visit Flight Design Booth 83-87 on AirVenture grounds.

Flight Design C4 Continental diesel engine choiceBy Marino Boric, European Correspondent

The Flight Design team presenting at AirVenture Monday. From left to right: Flight Design CEO Matthias Betsch, John Gilmore, Tom Peghiny, and Oliver Reinhart.

THURSDAY, AUGUST 1, 2013 55

Meet the GA8 Airvan. Designed and built in Australia for the rugged outback, the Airvan excels in STOL situations

and boasts a full-fuel payload of over 1,300 lbs. Eight seats, multiple confi gurations, and an unparalleled safety record

make it the perfect solution for countless applications.

Your adventure awaits.

www.ga8airvan.com

EAA CHALLENGE!

EAA CHALLENGE!

Win an iPad Mini!

Like us on Facebook, then post a picture on our page of you

and one of our Airvans here at EAA, tagging #AirvanEAA.

You’ll be entered for a chance to win a new iPad Mini.

Winners will be notifi ed via Facebook, on August 7th. For

complete contest rules, visit our booth today.

Visit us at booth # 237 today.

56 AIRVENTURE TODAY

I like to stay ahead of my aircraft.

So if I’m 40 miles out with weather

rolling in, I’m listening to what’s

happening in front of me. AWOS.

Pilot chatter. A quick check with

flight service. Sometimes, there’s a

lot to decipher. But I need to hear

it clearly. Because when I do, I feel

confident. Prepared. In the moment.

And that allows me to just

focus on what matters,

flying.

©2013 Bose Corporation. Delivery is subject to product availability. Offers not to be combined with other offers or applied to previous purchases, and subject to change without notice. Free headset and flight bag offers valid 7/29/13 – 8/9/13. To qualify for 10% off, additional headsets must be part of the initial purchase. If A20 headset is returned, the flight bag must be returned for a full refund. Purchases must be made from a Bose authorized dealer to qualify for offers. Offer valid in the U.S. and Canada only, and a U.S. or Canada shipping address is required. CC012206

Bose® A20®

Aviation Headset

Visit the Bose Pavilion at EAA AirVenture 2013

MORE NOISE REDUCTION. LESS DISTRACTION.

Learn more at Bose.com/A20_11

Better sound can make all the difference, especially where you go. Which is why, with 30% greater noise reduction than conventional noise reducing aviation headsets, the A20 headset lets you hear more of what you need to hear. While proprietary cushions and minimal clamping force let you fly comfortably for hours. Meets or exceeds TSO standards. Made in U.S.A.

flying.BoseAviation Headset

Visit the Bose Pavilion at EAA AirVenture 2013

MORE NOISE REDUCTION. LESS DISTRACTION.

Better sound can make all the difference, especially where you go. Which is why, with 30% greater noise reduction than conventional noise

FREE with purchase: BrightLine Bags B6 Convey FLEX System,™ a $125 value. Plus, 10% off second and subsequent A20 headsets. Offer valid 7/29/13 – 8/9/13.

N

HANGARB

HANGARA

TO PHILLIPS 66 PLAZA

TO MAIN GATE

BosePavilion

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