EAA AirVenture Today, Saturday, July 28, 2012

SATURDAY, JULY 28, 2012

The Official Daily Newspaper of EAA AirVenture Oshkosh

www.AirVenture.org

inside: Start ‘em young:

KidVenture fills young heads with flights of fancy ... p. 6

Administratorin-waiting:

Huerta shares his views in an exclusive conversation ... p. 20

The Gathering of Eagles: A fête for aviation’s future ... p. 25

A wounded warrior’s return: A love story of a P-40’s restoration ... p. 34

sponsor of the day

weather:

Show Central from a C-5 tail

PHOTO BY TYSON RININGER

PLAN NOW TO ATTEND! Future AirVenture Dates: 2013: July 29-August 4 | 2014: July 28-August 3

Free datalink weather and traffic was the FAA’s idea.

We just made it fit in your flight bag.

Garmin 1 Tent – Seminar Schedule

Introducing the Garmin® GDL® 39. With this new dual-link portable

10:00 AM – G600/G500: Flying behind a Glass Cockpit

receiver, you’re all set to connect with the subscription-free U.S. weather

11:00 AM – ADS-B Academy: Installed Solutions (GDL 88)

and traffic services available through the ADS-B datalink network1.

12:00 PM – GTN 750/650: Flying with touchscreen avionics

NEXRAD imagery, METARs, TAFs, SUAs, PIREPs, and more: It’s all beamed

1:00 PM – ADS-B Academy: Portables Solution (GDL 39)

free, using the FAA’s 978 MHZ UAT uplink. Plus, you’ll also receive

2:00 PM – Weather in the cockpit: Your options and practical tips

ADS-B traffic information and target alerts to help you maintain safe

®

Garmin 2 Tent – Seminar Schedule 9:30 AM – New: Products from Garmin 10:30 AM – G3X: Flight Display for your Homebuilt and LSA 11:30 AM – Garmin Pilot on the iPad: Plan, File, Fly 12:30 PM – aera portables: Flight planning and flying 1:30 PM – ADS-B Academy: Installed Solutions (GDL 88) Daily seminars are Mon thru Sat – No Sunday Seminars. Presentations are approximately 50 minutes in duration. Seminar schedule subject to change.

separation. Accessing both 1090 ES and 978 UAT frequency bands, the GDL 39 shows you a complete air-to-air picture of other ADS-B “Out” equipped aircraft in your vicinity2. You can view all this data on select Garmin GPS portable units – as well as on your Apple iPad® or other iOS® or Android-based devices compatible with our Garmin Pilot™ mobile app. To help optimize map navigation on your iPad® or other tablet, the GDL 39 combines WAAS-quality positioning accuracy with 5-times-persecond updating capability. And with prices starting at just $7993, this is clearly one smart way to score the free benefits of ADS-B. Got questions?

Visit our online ADS-B Academy (garmin.com/adsb) for information and answers.

NASDAQ GRMN ©2012 Garmin Ltd. or its subsidiaries 1

2

3

NOTE: The GDL 39 is a non-certified receive-only product. It does not provide ADS-B ‘Out’ capability to satisfy FAA mandate requirements.

A certified ADS-B “Out” solution is required to ensure complete traffic coverage with correlated ground station uplinks Manufacturer’s suggested retail pricing.

Simulated screen display shown. Production software and appearance may vary.

Follow the leader.

Garmin.com

S AT U R D AY, J U LY 2 8 , 2 0 1 2

SCHEDULES SUBJECT TO CHANGE. CHECK WWW.AIRVENTURE.ORG/SCHEDULE FOR UPDATES.

SATURDAY, JULY 28 HIGHLIGHTS 6-6:30 a.m. Balloon Launch (Special Event), Ultralight Runway (K20) 7-8 a.m. Runway 5K Run/Walk (Special Event), North 40 (F03) 10-11:15 a.m. WASP Letters Home 1944-45 (Forum), Bernice “Bee” Haydu, Hilton Theater (B08) 11 a.m.-12 p.m. Doolittle Raid Print (Autograph Session), Doolittle Raiders, Warbird Store (L06) 11:30 a.m.-12:45 p.m. Enola Gay - B-29 Navigation (Forum), Theodore Van Kirk, Skyscape Theater (B08) 2-3 p.m. U-2 Operations (Forum), Jon Huggins, Forum Pavilion 07 Mainstage Honda Aircraft (J09) 6:30-8:30 p.m. Da BLOOZE Bros (Concert), Ford Tent (K12) 7-8:30 p.m. Boogie Knights (Concert), Theater in the Woods (K15)

ROCKWELL COLLINS AIR SHOW! Beginning at 3:30 p.m. (not in chronological order) Name Aircraft Chuck Aaron Red Bull Helicopter Kirby Chambliss Edge Kyle Franklin PA-18 Super Cub comedy Mike Goulian Extra Bob Odegaard and the Hoover Tribute Shrike Commander, P-51 Iron Eagles Christen Eagles Greg Koontz Decathlon Liberty Parachute Team Sky divers Sean D. Tucker Oracle Challenger II Warbirds Extravaganza including Tora! Tora! Tora!

ROCKWELL COLLINS NIGHT AIR SHOW! Beginning at 8:30 p.m. (not in chronological order) Name Aircraft AeroShell Aerobatic Team T-6s Canadian SkyHawks Sky divers Bob Carlton Jet Sailplane Bill Leff T-6 Gene Soucy Showcat solo Elgin Wells Starjammer Dragon’s Fyre Jet Truck Jet Funny Car

Presentation (Type), Presenter(s), Location (Map Grid #) 7:00 a.m. - 9:00 a.m. • Powered Parachutes (Performance), Ultralight Runway (K20) 7:00 a.m. - 12:00 p.m. • Cub Fly-Out (Special Event), Vintage Red Barn (L14) 8:00 a.m. - 9:15 a.m. • Dealing With Emergencies (Forum), Larry Bothe, Learn to Fly Discovery Center (J13) 8:00 a.m. - 9:30 a.m. • Aerobics (Special Event), Michael Toft, Theater in the Woods (K15) 8:00 a.m. - 2:00 p.m. • Museum Surplus Sale! (Special Event), Museum Surplus Store (E14) 8:00 a.m. - 5:00 p.m. • EAA Library Book Sale (Special Event), Library (B08) 8:15 a.m. - 8:30 a.m. • Daily Weather Briefing (Forum), Jenny Curtiss, Welcome Center (J12) 8:30 a.m. - 9:30 a.m. • X-Day (Book Signing), Norm Reynolds, Authors Corner 1 (J12) 8:30 a.m. - 9:45 a.m.

Single Pilot IFR (Forum), Doug Stewart, Forum Pavilion 01 Pacific Coast Avionics (K09) iPad Takes Flight! (Forum), Charles Schneider and Jason Schermerhorn, Forum Pavilion 02 GAMA (K09) You Can Fly (Forum), Gregory Lawrence, Forum Pavilion 03 Sennheiser Aviation (K09) Propellers Explained (Forum), Jack Norris, Forum Pavilion 05 HAI (J08) Maintenance Alphabet (Forum), Denise Waters, Forum Pavilion 06 JP Instruments (J09) GA Future Powerplants (Forum), Dick Rutan, Forum Pavilion 07 Mainstage Honda Aircraft (J09) Electrical System Design (Forum), Clifford Ives, Forum Pavilion 08 NATCA (J09) Accident Litigation (Forum), Steven Sandler, Forum Pavilion 09 Honda Generator (K09) Fabric Covering 101 (Forum), SportAir Instructor, Forum Pavilion 10 Poly-Fiber (K09)

A I R V E N T U R E T O D AY

The official daily newspaper of EAA AirVenture Oshkosh • Vol. 13, No. 7 Publisher: Rod Hightower Vice President: J. Mac McClellan Editor: Ric Reynolds • Managing Editor: Dave Higdon Photo Editor: Sonia Zimmerman Editorial Staff: Marino Boric, Joseph E. (Jeb) Burnside, Randy Dufault, Jack Hodgson, Frederick A. Johnsen, Sienna Kossman, Mark Phelps, Barbara Schmitz, James Wynbrandt

Copy Editors: Colleen Walsh, Meghan Plummer Photographers: Phil Weston, Mariano Rosales Design: Chris Livieri, Phil Norton Advertising: Sue Anderson Jonathan Berger Jeff Kaufman Larry Phillip

AirVenture Today is published by EAA during EAA AirVenture Oshkosh 2012, July 23-29. It is distributed free on the convention grounds as well as other locations in Oshkosh and surrounding communities. Stories and photos are copyrighted 2012 by AirVenture Today and EAA. Reproduction by any means is prohibited without written consent.

PRESENTATIONS |

3

Handle In-Flight Emerg. (Forum), Jason Schappert, Forum Pavilion 11 BRP/Rotax (K09) Sheet Metal 101 (Workshop), Sheet Metal Workshop Aircraft Spruce (J10) TIG Welding 101 (Workshop), TIG Welding Workshop Lincoln Electric (K10) Electrical System Install (Demo), Robert McLaughlin and Volunteers, Aeroplane Factory (K10) Composite 101 (Workshop), Composite Workshop (K10) Traditional Homebuilding (Forum), Ed Fisher, Workshop Classroom I (K10) Gas Welding 101 (Workshop), Gas Welding Workshop (K10) Electronic Ignitions (Forum), Michael Kobylik, Workshop Classroom II (K10) FAA Enforcement Essential (Forum), Chris Zurales, FAA Aviation Safety Center (J11) 20 Hours Sport Pilot (Forum), Nathan McLaughlin, Ultralight Forums Tent (K18) Flying Dutchman & His Cub (Forum), Reint Laan, Welcome Center (J12) Hints: Eng. Control Cable (Demo), Dick Koehler, Homebuilders Hangar Aircraft Spruce & Specialty (K09) 8:30 a.m. - 10:00 a.m. • Jewelry & More (Art & Crafts), Craft Tent (K8) 8:30 a.m. - 5:00 p.m.

Timeless Voices (Interview), Timeless Voices Tent, Warbirds (L06) Aircraft Restoration (Demo), Aeroplane Factory (K10) 8:45 a.m. - 9:15 a.m. • Spirit of Aviation (Movie), EAA, Skyscape Theater (B08) 9:00 a.m. - 9:30 a.m. • Milestones in Aviation (Movie), Flying Cinema (L08) 9:00 a.m. - 9:45 a.m. • Canine Demonstration (Forum), US Customs & Border Patrol, Federal Pavilion (L10) 9:00 a.m. - 10:00 a.m.

Continental Engine Care (Vendor Forum), Chuck Cook, Continental Motors (J11) Plane Talk (Interview), Jerry Burke, Phillips 66 Plaza (K12) 9:00 a.m. - 12:00 p.m. • Ultralight & Light Planes (Performance), Ultralight Runway (K20) 9:00 a.m. - 1:00 p.m. • Wood Rib Building (Workshop), EAA Volunteer, Wood Workshop (K10) 9:00 a.m. - 5:00 p.m.

Aeromart (Special Event), Aeromart (H14) Swirl Free Buffer Demo (Vendor Forum), ALL-SHINE Inc., Fly Market (H14) Classic Fords (Activity), Cruisin’ Legends (J09) Great Escape (Activity), Ford Tent (K12) Fusion EcoBoost (Activity), Ford Tent (K12) Rockwall Activities (Activity), Ford Tent (K12) 9:15 a.m. - 9:45 a.m. • ORBIS: Through Their Eyes (Movie), Skyscape Theater (B08) 9:30 a.m. - 10:30 a.m.

New Products (Vendor Forum), Garmin, Garmin Hangar Tent 2 (I13) Simplified AC Design (Book Signing), Daniel Raymer, Authors Corner 1 (J12) 9:30 a.m. - 10:45 a.m. • Checkride: Prepare & Pass (Forum), Larry Bothe, Learn to Fly Discovery Center (J13) 9:45 a.m. - 10:00 a.m. • Cliff Robertson Tribute (Movie), Skyscape Theater (B08) 9:45 a.m. - 10:30 a.m. • Ultimate Flights #7 (Movie), Flying Cinema (L08) 9:45 a.m. - 10:45 a.m. • Accident Investigation (Forum), NTSB, Federal Pavilion (L10) 10:00 a.m. - 11:00 a.m.

Suncatchers (Art & Crafts), Craft Tent (K8) G600/G500 (Vendor Forum), Garmin, Garmin Hangar Tent 1 (I13) B-25 & Doolittle Raiders (Forum), Dick Cole and Dave Thatcher, Warbirds In Review (L06) Plane Talk (Interview), Jerry Burke, Phillips 66 Plaza (K12) Annual Membership Meeting (Meeting), Theater in the Woods (K15) Vintage Workshop (Workshop), Joe Norris, Vintage Hangar (K15) Iron Eagles Autograph (Autograph Session), Ford Tent (K12) 10:00 a.m. - 11:15 a.m.

Building Low Cost Hangar (Forum), Edward McKenney, Forum Pavilion 01 Pacific Coast Avionics (K09) Registering a Homebuilt (Forum), Timm Bogenhagen, Forum Pavilion 02 GAMA (K09) Flying the Caribbean (Forum), Jim Parker, Forum Pavilion 03 Sennheiser Aviation (K09) Medical Cert. Update (Forum), EAA Aeromedical Advisory Council, Forum Pavilion 04 (K09) Fixed Wing to Helicopter (Forum), Chris Dancy, Forum Pavilion 05 HAI (J08) Item Missed on Inspection (Forum), Cessna Pilot’s Association, Forum Pavilion 06 JP Instruments (J09) Aviation Humor (Forum), Rod Machado, Forum Pavilion 07 Mainstage Honda Aircraft (J09) Learning to Fly (Forum), Dr. Peggy Chabrian, Forum Pavilion 08 NATCA (J09) Wooden Piper Cub Replic (Forum), Malcolm Savill, Forum Pavilion 09 Honda Generator (K09) Aerial Photography (Forum), David Rodwell, Forum Pavilion 10 Poly-Fiber (K09) Unmanned Aircraft Fund. (Forum), Dr. (Col.) Jerry LeMieux, Forum Pavilion 11 BRP/Rotax (K09) Wheels and Brakes (Forum), George Happ, Workshop Classroom I (K10) CNC Cut Foam Wing Cores (Forum), Scott VanderVeen, Workshop Classroom II (K10) Sheet Metal Shaping (Workshop), Mark Lynn, Workshop Tent (K10) Thunderstorm Avoidance (Forum), Dr. David Strahle, FAA Aviation Safety Center (J11) Rotorcraft Briefing (Forum), Ultralight Forums Tent (K18)

2012 AIRVENTURE SECURITY CONTACT INFORMATION In the event of an emergency situation, contact the 24-hour EAA Security service at 920-234-7754. Both the EAA and Camp Scholler Security stations are located just west of the Red Barn Store in Camp Scholler.

4

| PRESENTATIONS

SCHEDULES SUBJECT TO CHANGE. CHECK WWW.AIRVENTURE.ORG/SCHEDULE FOR UPDATES.

ORBIS (Forum), ORBIS Flying Eye Hospital, Welcome Center (J12) SR-71 Blackbird Forum (Forum), Richard Graham, Skyscape Theater (B08) Scholarship Assistance (Forum), The Ninety-Nines Inc., Aerobatics Pavilion - IAC HQ (L12) Synergy in AC Design (Forum), John McGinnis, Innovations Hangar South - Tech Stage (L09) FAA Approval: New Product (Forum), Tim Smyth, Innovations Hangar South - Venture Stage (L09) HBIR-Fly Baby (Homebuilts in Review), Homebuilders Hangar Aircraft Spruce & Specialty (K09) 10:00 a.m. - 11:30 a.m. • Collision Avoidance (Forum), Mark Skoog, Vette Theater (B08) 10:00 a.m. - 12:00 p.m. • Hair Jewelry/Bracelet (Art & Crafts), Craft Tent (K8) 10:30 a.m. - 11:00 a.m. • Aerocar (Movie), Flying Cinema (L08) 10:30 a.m. - 11:30 a.m.

G3X (Vendor Forum), Garmin, Garmin Hangar Tent 2 (I13) Wings and a Ring (Book Signing), Rene Palmer-Armstrong, Authors Corner 1 (J12) 10:45 a.m. - 12:45 p.m. • Flying to National Parks (Forum), Cliff Chetwin, Federal Pavilion (L10) 11:00 a.m. - 12:00 p.m.

World War 1 Aviation (Movie), Flying Cinema (L08) New Continental Eng. Tech (Vendor Forum), Ron Humphrey, Continental Motors (J11) ADS-B: GDL 39 (Vendor Forum), Garmin, Garmin Hangar Tent 1 (I13) Plane Talk (Interview), Jerry Burke, Phillips 66 Plaza (K12) Christian Frye Autograph (Autograph Session), Ford Tent (K12) 11:00 a.m. - 12:15 p.m.

Memorial Wall Ceremony (Special Event), Memorial Wall (D08) Night Approach to Minimum (Forum), Mark Robidoux and John Krug, Learn to Fly Discovery Center (J13) 11:00 a.m. - 12:30 p.m. • Stewart System Demo (Demo), Stewart System, UL Tech Tent (K18) 11:30 a.m. - 12:30 p.m.

Garmin Pilot on iPad (Vendor Forum), Garmin, Garmin Hangar Tent 2 (I13) Chicken Wings Comics (Book Signing), Michael Strasser, Authors Corner 1 (J12) 11:30 a.m. - 12:45 p.m.

Georgia’s UAS/UAV (Forum), Chad Dennis, Forum Pavilion 01 Pacific Coast Avionics (K09) Prevent a Revoked License (Forum), EAA Legal Advisory Council, Forum Pavilion 02 GAMA (K09) EMG-5: Elec. Motorglider (Forum), Brian Carpenter, Forum Pavilion 03 Sennheiser Aviation (K09) Intro to PT6A Turboprop (Forum), Ryan Densham, Forum Pavilion 04 (K09) Simple Structural Design (Forum), Daniel Raymer, Forum Pavilion 05 HAI (J08) Establishing FAA Limits (Forum), James Plackis, Forum Pavilion 06 JP Instruments (J09) To Fly & Fight (Forum), C.E. Bud Anderson, Forum Pavilion 07 Mainstage Honda Aircraft (J09) 7 Sins of Airplane Design (Forum), Barnaby Wainfan, Forum Pavilion 08 NATCA (J09) Nav. Your Flight Training (Forum), Julie Filucci, Forum Pavilion 09 Honda Generator (K09) Velocity V-Twin (Forum), Doug Swing, Forum Pavilion 10 Poly-Fiber (K09) Carter’s SR/C Technology (Forum), Jay Carter, Forum Pavilion 11 BRP/Rotax (K09) RV Aircraft - Fiberglass (Forum), Sam James, Composite Workshop (K10) Corvair Flight Engines (Forum), William Wynne, Workshop Classroom II (K10) Ditching & Water Survival (Forum), Robert Shafer, FAA Aviation Safety Center (J11) Powered Paragliding (Forum), Jeff Goin, Ultralight Forums Tent (K18) Get Started Homebuilding (Forum), Tim Hoversten, Welcome Center (J12) iPad Proficiency Seminar (Forum), Tyson Weihs, Vette Theater (B08) Espionage During Cold War (Forum), Werner Juretzko, Hilton Theater (B08) Duke Engines (Forum), Innovations Hangar South - Tech Stage (L09) Emerging Aircraft Tech (Forum), Patrick Panzera, Homebuilders Hangar Aircraft Spruce & Specialty (K09) 11:30 a.m. - 1:00 p.m. • Brown Arch Concert (Special Event), Brown Arch (M10) 12:00 p.m. - 1:00 p.m.

GTN 750/650 (Vendor Forum), Garmin, Garmin Hangar Tent 1 (I13) Sport Flying 4 (Movie), Flying Cinema (L08) Brown Arch Dedication (Special Event), Brown Arch (M10) Plane Talk (Interview), Jerry Burke, Phillips 66 Plaza (K12) 12:00 p.m. - 3:00 p.m. • Rotorcraft (Performance), Ultralight Runway (K20) 12:30 p.m. - 1:30 p.m.

AERA Portables (Vendor Forum), Garmin, Garmin Hangar Tent 2 (I13) All of Life Is a School (Book Signing), Kermit Weeks, Authors Corner 1 (J12) 12:45 p.m. - 1:15 p.m. • Weather Center Forecast (Forum), NWS Aviation Weather Center, Federal Pavilion (L10) 1:00 p.m. - 2:00 p.m.

ADS-B: GDL 39 (Vendor Forum), Garmin, Garmin Hangar Tent 1 (I13) T-6 AeroShell Team (Forum), AeroShell Team, Warbirds in Review (L06) Plane Talk (Interview), Jerry Burke, Phillips 66 Plaza (K12) 1:00 p.m. - 2:15 p.m.

AC Accident Investigation (Forum), Naji Malek, Forum Pavilion 01 Pacific Coast Avionics (K09) Aviation Legal Questions (Forum), EAA Legal Advisory Council, Forum Pavilion 02 GAMA (K09) Circuit Breakers (Forum), Marc Ausman, Forum Pavilion 03 Sennheiser Aviation (K09) Permanent NORDO (Forum), Mel Futrell, Forum Pavilion 04 (K09) Structural Design II (Forum), Daniel Raymer, Forum Pavilion 05 HAI (J08) LSA Repairman Certificate (Forum), Carol and Brian Carpenter, Forum Pavilion 06 JP Instruments (J09) Secret MiG Squadron (Forum), Gaillard Peck, Forum Pavilion 07 Mainstage Honda Aircraft (J09) Wag-A-Bond Aircraft (Forum), Fred Keip, Forum Pavilion 08 NATCA (J09) Test Fly Your HB (Forum), Peter Zaccagnino, Forum Pavilion 09 Honda Generator (K09)

A I R V E N T U R E

T O D A Y

Fabric Covering 101 (Forum), SportAir Instructor, Forum Pavilion 10 Poly-Fiber (K09) Switchblade Flying Car (Forum), Sam Bousfield, Forum Pavilion 11 BRP/Rotax (K09) Sheet Metal 101 (Workshop), Sheet Metal Workshop Aircraft Spruce (J10) TIG Welding 101 (Workshop), TIG Welding Workshop Lincoln Electric (K10) Composite Talks (Forum), Sam James, Aeroplane Factory (K10) Composite 101 (Workshop), Composite Workshop (K10) Plexiglas Buffing (Forum), Frank Poma, Workshop Classroom I (K10) Gas Welding 101 (Workshop), Gas Welding Workshop (K10) Vacuum Bagging and VARTM (Forum), Scott VanderVeen, Workshop Classroom II (K10) Gen. Aviation Acc. Record (Forum), Loren Groff, FAA Aviation Safety Center (J11) Avoid Trike Emergencies (Forum), Mike Hudetz, Ultralight Forums Tent (K18) Air Show Performer (Forum), Corkey Fornof, Welcome Center (J12) Challenge Around World (Forum), Dick Rutan, SpaceShip One / Voyager (B08) USS Pueblo (Forum), Richard Rogala, Hilton Theater (B08) Red Tail Reborn (Movie), Adam White, Skyscape Theater (B08) HBIR: Onex (Homebuilts in Review), Jeremy Monnett, Homebuilders Hangar Aircraft Spruce & Specialty (K09) 1:00 p.m. - 2:30 p.m. • Hair Jewelry/Bracelet (Art & Crafts), Craft Tent (K8) 1:00 p.m. - 3:00 p.m.

Penguin (Art & Crafts), Craft Tent (K8) Sky King Volume 15 (Movie), Flying Cinema (L08) 1:15 p.m. - 2:00 p.m. • Canine Demonstration (Forum), US Customs & Border Patrol, Federal Pavilion (L10) 1:30 p.m. - 2:30 p.m.

Interceptor Operations (Forum), Lt. Col. Ray Bonita, Seaplane Base (O-S) ADS-B Academy: GDL 88 (Vendor Forum), Garmin, Garmin Hangar Tent 2 (I13) Memoirs of a Triple Ace (Book Signing), C.E. Bud Anderson, Authors Corner 1 (J12) 2:00 p.m. - 3:00 p.m.

Weather in the Cockpit (Vendor Forum), Garmin, Garmin Hangar Tent 1 (I13) AeroShell Team Autographs (Autograph Session), AeroShell Team, Warbird Store (L06) Accident Investigation (Forum), NTSB, Federal Pavilion (L10) Vintage Workshop (Workshop), Joe Norris, Vintage Hangar (K15) Dutch Van Kirk Autograph (Autograph Session), Theodore Van Kirk, Ford Tent (K12) 2:30 p.m. - 3:30 p.m.

Showcase Flights (Exhibition), Flightline (M13) Say... Series (Book Signing), Martin Leeuwis, Authors Corner 1 (J12) 2:30 p.m. - 3:45 p.m.

MedXPress (Forum), Dr. Gregory Pinnell, Forum Pavilion 01 Pacific Coast Avionics (K09) Avoid Mid-Air Collision (Forum), Col. Doug Slocum and David Paulsgrove, Forum Pavilion 02 GAMA (K09) Airline Pilot Jobs (Forum), Kit Darby, Forum Pavilion 04 (K09) A Pilot’s Bill of Rights (Forum), Sen. James Inhofe and EAA Government Programs, Forum Pavilion 05 HAI (J08) All About Corrosion (Forum), Mike Busch, Forum Pavilion 08 NATCA (J09) Flight Plan Using DUATS (Forum), Leon Thomas, Forum Pavilion 09 Honda Generator (K09) Avoid Fatal GA Accidents (Forum), Thomas Turner, FAA Aviation Safety Center (J11) Getting Started in UL (Forum), Timm Bogenhagen, Ultralight Forums Tent (K18) Aerial Movie Production (Movie), Skip Holm, Skyscape Theater (B08) Hints: Electrical Wire (Demo), Dick Koehler, Homebuilders Hangar Aircraft Spruce & Specialty (K09) 3:00 p.m. - 3:30 p.m. • It Has Been a Great Run (Movie), Flying Cinema (L08) 3:00 p.m. - 3:45 p.m. • Canine Demonstration (Forum), US Customs & Border Patrol, Federal Pavilion (L10) 3:00 p.m. - 5:00 p.m. • Aluminum Gas Welding (Workshop), Joe Maj & Kent White, Gas Welding Workshop (K10) 3:30 p.m. - 4:30 p.m. • The Rogue Aviator (Book Signing), Allen Morris, Authors Corner 1 (J12) 3:30 p.m. - 6:15 p.m. • Saturday Air Show (M13) 3:45 p.m. - 4:30 p.m. • Seeandavoid.org (Forum), USAF Safety Center, Federal Pavilion (L10) 4:00 p.m. - 5:15 p.m. • Aviation Maintenance (Forum), Terry Michmerhuizen, FAA Aviation Safety Center (J11) 4:30 p.m. - 5:30 p.m. • Aero Engineer’s View: F4U (Book Signing), Tom Brinkman & Lyle Bradley, Authors Corner 1 (J12) 5:30 p.m. - 6:30 p.m. • Saga of the Ellen Jane (Book Signing), Timothy Klein, Authors Corner 1 (J12) 6:00 p.m. - 6:30 p.m. • VAA Aircraft Awards Event (Special Event), Vintage Hangar (K15) 6:00 p.m. - 7:00 p.m. • Catholic Mass (Special Event), Forum Pavilion 07 Mainstage Honda Aircraft (J09) 6:00 p.m. - 7:30 p.m. • Homebuilt Awards (Awards), Homebuilders Hangar Aircraft Spruce & Specialty (K09) 6:00 p.m. - 9:00 p.m. • Soaring Society Reception (Banquet), Soaring Society of America, Nature Center (F08) 6:30 p.m. - 7:30 p.m. • Ultralight & Light Planes (Performance), Ultralight Runway (K20) 7:30 p.m. - 8:00 p.m. • Powered Parachutes (Performance), Ultralight Runway (K20) 8:30 p.m. - 10:00 p.m. • Night Air Show (M13) 9:30 p.m. - 11:30 p.m. • The Great Waldo Pepper (Movie), Fly-In Theater (E13)

WHERE ON THE GROUNDS IS ROD? 7:30 a.m. Founders’ Wing: Chapter Leaders Breakfast 10 a.m. Theater in the Woods: Annual Membership Meeting 4:30 p.m. Performers Tent: Greeting Make a Wish Children 6 p.m. PHP Tent: Partners in Flight/President’s Circle Dinner 6:30 p.m. Aviators Club: Night Air Show

VISIT US: BOOTH 288

The Quiet Revolution.

Customization and Comfort -

Now for everyone.

S1 DIGITAL

S1 PASSIVE

The new S1 PASSIVE joins the pioneering S1 DIGITAL AIRVENTURE SPECIALS: Purchase any S1 Digital and receive a $100 instant rebate.

Purchase any S1 Digital and S1 Passive bundle and receive $150 instant rebate.

When we started the Quiet Revolution, we set out to make it accessible to everyone, ranging from student pilots to experienced aviators. That’s why you now have the choice between two outstanding S1 headsets with customizable comfort features such as adjustable headband tension and sunglass comfort zones. Put on your favorite S1 model: What you’ll get is a quiet environment and noise protection unsurpassed in a headset that offers a wealth of features and is so comfortable to wear. If you just want to experience the joy of flying try the new S1 PASSIVE.

If you fly for hours in noisy aircraft, go for the game-changing S1 DIGITAL whose active noise reduction system adapts to every change in engine noise. No matter which one you chose, you’ll get your personal S1, a headset that adjusts to you. You’ve heard the buzz and it’s true: The Quiet Revolution is now for everyone.

Put your favorite S1 on at Oshkosh 2012 Air Venture, 23 – 29 July 2012, booth 288. www.sennheiser-aviation.com

6

| KIDVENTURE

A I R V E N T U R E

T O D A Y

AirVenture isn’t just for adults

BY SIENNA KOSSMAN

PHOTO BY PHIL WESTON

PHOTO BY PHIL WESTON

Ava Bushby, 3, taking the Kiddie Hawk mechanical airplane ride for a test drive.

PHOTO BY PHIL WESTON

PHOTO BY PHIL WESTON

Kayla Kulhanek, 8, designing the airwork on her own airplane glider in KidVenture area.

While adults wander the rows of exhibitors and participate in unique workshops and forums, kids are getting a taste of aviation in a slightly different way.

KidVenture gives children of all ages a way to release energy, express their creativity, and interact with others through the common denominator among AirVenture visitors—airplanes.

Despite potential rain clouds looming Friday morning, KidVenture’s atmosphere remained upbeat and lively, like its young visitors.

In the Learn to Hover area, where kids test out their helicopter skills with a remotecontrolled model, brothers Evan and Eric Malmgren from Spring, Texas, both sported hand-decorated KidVenture shirts, thoroughly enjoying their second AirVenture.

Eight-year-old Evan said he hopes to learn to fly for a hobby, especially one airplane in particular: “I want to be a Mustang pilot,” Evan said, which exactly matched the text on his personalized T-shirt.

Joey Ireland, 8, enjoys first AirVenture experience.

Through the EAA Young Eagles program Evan has already flown in a Piper Cub and a Cessna 172. When asked if he liked flying in airplanes, Evan’s eyes lit up and his answer was a simple, definitive, “Yes.” Five-and-a-half-year-old Eric, who wants to one day be a champion race car driver, isn’t as infatuated with airplanes as his older brother, but both boys agree that taking Bell helicopter rides is their favorite part of AirVenture.

The hands-on activities tent buzzed with excitement and concentration as kids of all ages colored their very own wooden glider.

Decorating her plane using the brightest-colored markers at her disposal was 8-year-old Kayla Kulhanek from Chicago, Illinois.

“My favorite part is walking around and looking at all the airplanes,” Kayla said.

And Kayla’s plans for after finishing her glider? “Look at more airplanes!”

The hands-on activities tent also houses

Reed Cutrer, 3, in the pedal plane. pedal planes resembling F-14 Tomcats for the younger kids.

Three-year-old Reed Cutrer eagerly jumped into a pedal plane and began navigating his way around the course, while mom Abbi captured his first AirVenture experiences on camera.

Polite and smiling, Reed got out of the plane and asked his mom if it was time to jump on the trampoline.

The trampoline he was referring to seemed to be a favorite among many of the kids, including 3-year-old Ava Bushby, who eagerly asked to go on “the big jumpy thing,” after calling the Kiddie Hawk mechanical airplane “the most fun ride here.”

Located right next to the main Pioneer Airport building are two space-themed bounce houses and two giant, inflatable slides shaped like airplanes—all of which were filled with and surrounded by kids who seemed to get a burst of energy the second the play area came into view.

With mom Andrea watching, 8-year-old

Joey Ireland leapt from corner to corner in one of the bounce houses.

“It’s so great that everything in this area is free for kids,” said Andrea, who works at the Pittsburgh Institute of Aeronautics.

“We can’t wait to come back next year.”

To attend AirVenture for the first time, the family took a 16-hour bus trip from Pittsburgh, Pennsylvania. It is also Joey’s first time outside the Keystone State.

Between bouncing somersaults, Joey vigorously nodded his head when asked if he likes airplanes, and said AirVenture is “lots of fun.”

Henry Ponton from Cincinnati, Ohio, was third in line for the bounce house and could barely contain his excitement, hopping back and forth and chatting with others in line.

“This is my first time here ever,” 5-yearold Henry said. “I can’t wait to draw on my wooden airplane.”

Big or small, there really is something here for them all. AVT

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Love is blue with this PV-2

PHOTO BY PAUL BOWEN

Lockheed’s ultimate taildragger patrol bomber was the PV-2 Harpoon, launched into the war with Japan. This year, a Harpoon, newly restored, makes its AirVenture debut.

This PV-2, Navy Bureau Number 37472, left the Lockheed Vega plant at Burbank, California, and was accepted by the Navy on April 4, 1945. Though the war in the Pacific still rumbled with no known end date, Harpoon 37472 did not see action. The airplane saw peacetime service at several naval installations until 1956.

Now called Attu Warrior, this PV-2 is mostly restored after a post-Navy career as an agricultural sprayer.

Dave Hansen bought the Harpoon in 2006 after it sat idle for two decades, had it airworthy the following year, and began flying it by 2009.

A reinstalled Martin 250 top turret, ventral gun mount, and triple-tone camouflage paint make this a compelling vision of Harpoons that defended Alaska’s Aleutian Islands during World War II. Attu Warrior is based in Heber City, Utah, where the nonprofit Warbird Warriors Foundation is its caretaker. Hansen is an émigré from California’s busy warbird restoration airfield at Chino.

He is proud of the almost-complete ventral tunnel gun installation his PV-2 carries at AirVenture, a defensive gun emplacement deleted from most postwar Harpoons.

“Right now this is the only one with tunnel guns,” he says.

T O D A Y

BY FREDERICK A. JOHNSEN

PHOTO BY FREDERICK A. JOHNSEN

Warbird restoration is not for the faint of heart—or wallet, and Hansen is seeking sponsors to help with the project he now solely supports.

To finish the tunnel gun emplacement, for example, requires a specially formed, $5,000 piece of Plexiglas.

Barely visible, the bomber’s bi-fold bomb bay doors also need to be reskinned to make the hinge mechanism functional again.

Intentions of converting the stocky twin to a firefighting air tanker in the 1980s never materialized, and old 37472 went unflown for 20 years. And that’s where Dave Hansen stepped in. By his own account, at first Dave figured on a quick fix-up and sale of this old bomber.

But the bug bit him, and he is now a dedicated champion of this compelling relic from a heroic era.

Bitten by the warbird bug

Light on the stick, tough on the fuel tab

“If you have the disease, you deal with it…and I have the disease,” he says of his love affair with the blue bomber.

“It’s a fun airplane to fly,” Hansen says.

“The most fun is when we get to meet some of the veterans who flew in this.”

Hansen says Attu Warrior is light on the controls in pitch and roll, but one has to put a lot of foot into the rudder pedals.

Taking Attu Warrior on tour, Hansen says his warbird’s two R-2800 engines together hourly slurp 130 gallons of avgas at 200 mph.

Like some other sporty bombers of the 1940s era, the PV-2’s cruise efficiency can be improved by “getting up on the step,” Hansen says, by climbing 200 feet above the target altitude before diving, slightly, to hit the altitude at an initially fasterthan-cruise speed.

The step theory remains as disputed as Sasquatch; some pilots swear by it—others swear at it. Nonetheless, some wartime bomber pilot manuals include specific directions to get on the step.

Look for Dave Hansen at AirVenture 2012. He’s the proud guy under the wing of the blue and white bomber he has grown to love.

You can’t miss him. AVT

LEFT: Owner Dave Hansen delights in sharing his PV-2 bomber with visitors. He especially enjoys hearing from veterans who served with this type of aircraft.

ABOVE: Dave Hansen’s mighty blue bomber is a Lockheed PV-2 Harpoon of World War II vintage. Nicknamed Attu Warrior, this Harpoon is making its first AirVenture visit.

PHOTO BY FREDERICK A. JOHNSEN

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Wells lights up the sky with Starjammer

BY BARBARA A. SCHMITZ

PHOTO BY JIM KOEPNICK

Starjammer performs at tonight’s Night Air Show.

Elgin Wells is hoping the third time’s a charm.

A musician/composer and aerobatic performer, Wells was forced to cancel his Starjammer aerial performance at the 2010 and 2011 EAA fly-in and convention due to last-minute mechanical problems with his one-of-a-kind plane.

So this year, Wells and the Starjammer are ready to light up the skies—literally— for tonight’s third annual Night Air Show.

The Starjammer isn’t your normal airplane. It sports 225 super-bright LED lights installed in the plane’s lengthened fuselage and redesigned wings, Wells said. The LED lights are controlled by a musical instrument digital interface—or MIDI—that synchronizes them with the music with each light corresponding to a note on the keyboard.

“I was able to marry technology from the music world with the aviation world,” he explained.

The plane also includes a five-stream smoke system—one in the center, one on each wingtip, and two on the horizontal stabilizer—to create a super-sensory airplane.

But Starjammer is also part speaker, incorporating a 4,000-watt amplification system that powers four modified police-car sirens, which play music he composes to accompany his aerobatic performances.

It’s so loud that if you’re without ear protection, you’ll suffer permanent ear damage if within 10 to 20 feet, he said.

“The project really started about 15 years ago,” said Wells, an Atlanta-based

singer, songwriter, and composer. “My dad was a pilot, and he tried to pull me into being a real pilot, but all I liked to do was aerobatics.”

After his father retired from the airlines, they purchased a Decathlon, and Wells started performing in competitions and air shows. Soon he decided to create something more entertaining, and different, for air shows.

“In many cases, routines are built around what an airplane does well,” he said. “That’s why acts are so similar.”

With many friends as engineers, he bought plans for an IAC One Design and modified it. He wanted his new airplane to be “virtually indestructible” and capable of handling plus or minus 20g’s.

He also wanted to include a speaker system since he starts his show on the ground taxiing in front of the crowd. The speaker system also allows for a consistency of sound and synchronicity with the aerial performance.

Lastly, he wanted it to look different.

Through its paint, smoke system, and LEDs, the Starjammer almost glows in the dark, he said.

Wells said he has a surprise planned for the start of his Oshkosh performance, and added that it would be a colorful one.

He said he is “very, very excited” to finally be performing at Oshkosh.

“Playing at Carnegie Hall is the ultimate for a musician. But performing at Oshkosh is the ultimate as a pilot; it means that you’ve finally made it. I’m so lucky to be able to combine my two passions and show them both off here.” AVT

NEWS |

S AT U R D AY, J U LY 2 8 , 2 0 1 2

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Super Saturday is here! Win a classic J-3 Cub Honoring the 75th anniversary of the classic taildragger, a Piper J-3 Cub is the grand prize in the 2012 EAA “Win the Cub” Aircraft Sweepstakes, and you can enter to win it today.

The sweepstakes supports EAA’s aviation education programs. Entry forms are available throughout the convention at the Sweepstakes building across from the EAA Welcome Center, and coupons are also conveniently included inside the official AirVenture program, sold everywhere. All prizes will be awarded to winners in random drawings at the EAA AirVenture Museum in Oshkosh at 5 p.m. on September 10, 2012.

The beautifully restored 1940 Piper J-3

Cub comes with skis for winter flying, plus sport pilot and/or tailwheel endorsement training, if desired.

Other sweepstakes prizes include a SeaDoo RXT-X Watercraft, 750 square feet of RaceDeck Diamond Tile Hangar Flooring from SnapLock Industries, or a Bose Lifestyle 235 Home Entertainment System.

Although no contribution is necessary, EAA encourages those entering the “Win the Cub” sweepstakes to make their entry a “win-win” by also including a donation to EAA in support of the programs that educate, engage, and empower people of all ages to pursue their dreams of flight. AVT

PHOTO BY PHIL HIGH

AirVenture Super Saturday is capped by the Rockwell Collins Night Air Show.

AirVenture Super Saturday is filled with must-see features, attractions, and activities–from sunrise to sundown.

Today’s dawn balloon launch and Runway 5K kick things off, and this afternoon don’t miss the Warbirds Spectacular air show, featuring the Tora! Tora! Tora! reenactment of the attack on Pearl Harbor and the Canadian SkyHawks official skydiving team of the Canadian Forces.

Ushering in the evening, tribute band

Da BLOOZE Bros presented by Ford Motor Company at the Ford Hangar and The Boogie Knights courtesy of Southwest Airlines at Theater in the Woods.

That sets the stage for the the incredible Rockwell Collins Night Air Show, scheduled to begin at 8:30 p.m., followed by a captivating fireworks display culminating with the Wall of Fire at 9:30 p.m., a suitable exclamation point for another amazing Super Saturday! AVT

PHOTO BY STEVE CUKIERSKI

Enter the EAA Aircraft Sweepstakes and this restored 1940 Piper J-3 Cub could be yours.

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| PHOTOS

A I R V E N T U R E

T O D A Y

PHOTO BY MARK PHELPS

Eric Das, 4, joins his father Ed in an impromptu nap here at AirVenture. They flew into Wittman Field in their RV-4 from their home in Kitchener, Ontario.

PHOTO BY BRETT W. BROCK

Sgt. Monty Murphy from Wright-Patterson Air Force Base prepares the C-17 for display at Phillips 66 Plaza .

PHOTO BY PHIL WESTON

Curious attendees wait to see the inside of the ORBIS DC-10 Flying Eye Hospital.

PHOTO BY PHIL WESTON

Hydrate, hydrate, hydrate. Thirsty attendees make good use of a drinking fountain station.

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T O D A Y

Kestrel battles development delays

BY JAMES WYNBRANDT

PHOTO BY PHIL WESTON

Alan Klapmeier, chairman/CEO of Kestrel Aircraft Co., surveyed the crowd at the company’s booth admiring the cabin mockup of the single-engine composite Kestrel turboprop the company is developing.

“It’s good traffic flow, people stay longer, and they have different kinds of questions,” than they did last year, Klapmeier said. “One of the questions is, ‘So when will the airplane get done?’ We don’t have a schedule. It’s roughly three years.”

Klapmeier admits that’s the same answer he gave at AirVenture 2011, and he’s not happy about it.

But the program has hardly been dormant over the past year. Some 25 engineers are at work on the project, and testing of composite structures is ongoing at Kestrel’s headquarters in Brunswick, Maine. The fuselage design has been finalized, and the mockup at the company’s display (booths 447-449; 454-456) showcases a refined interior in place of last year’s basic shell.

“The purpose of the mockup last year was to give people a sense of volume of the cabin,” Klapmeier said. “This year it’s much closer to production intent. Things will change, but when people get into this, this is what the airplane would look like.”

The roomy six-place interior appointments even include fine cabinetry and a wine rack. Kestrel has also chosen the site for its production facility: Superior, Wisconsin, thanks in part to economic development assistance the state has offered.

“They could look across the river at Duluth [home of Cirrus Aircraft, which Klapmeier co-founded with his brother, Dale], and see these are good jobs, [and a company like this] generates tax revenue and attracts people to the community that otherwise wouldn’t come.”

Klapmeier attributes Kestrel program delays primarily to unexpected complications in material selection, due to the advanced composites the aircraft will incorporate. Yes, he has extensive experience

in these materials from developing Cirrus’s composite structure, but “this goes beyond Cirrus stuff. This is carbon, this is pressurized, this is years-later [technology and processes].”

Klapmeier dismissed a suggestion that this could be a good time for a delay, given the state of the economy. “I can tell myself that to try to ease the pain,” he said. “In fact, if the airplane were done today, people would buy it. We could have revenue and cash flow. There’s nothing like an economic crisis to mask poor decision-making, and that includes delays in a program.”

But clearly his faith in the aircraft and its market is unshaken. He said, “I’ve been waiting my whole life to build this airplane with this team.” Powered by Honeywell Aerospace’s TPE331-14GR engine, maximum cruise speed will be more than 320 knots, service ceiling 31,000 feet, and range about 1,300 nm.

“The goal with this airplane is to provide a greater degree of comfort [than other single-engine turboprops in the category], a more useful interior that’s reasonably elegant, and that can still go in and out of short grass runways,” Klapmeier said. No price has been set but is expected to be in the $3 million range in current dollars.

Program delays notwithstanding, Klapmeier is among the world’s most astute figures in aviation. So what does he think of China’s seemingly headlong rush to buy U.S. aviation companies— including Cirrus? After bemoaning the unwillingness of domestic investors to put their faith in these companies, Klapmeier says of China: “Where will they be in five years? They’re going to have a terrible time. They don’t have the historical context to make decisions [about GA policy] and they will make lots of mistakes. But they are incredibly smart and will learn from those mistakes, and as they do that, it will probably be good for the whole world.” AVT

NEWS |

S AT U R D AY, J U LY 2 8 , 2 0 1 2

Glacier Girl: Her beauty lies in her story

PHOTO BY PAUL BOWEN

BY BARBARA A. SCHMITZ

Glacier Girl draws a large crowd while on display at AirVenture 2012.

When you look at the P-38 Glacier Girl you can’t help but admire its meticulous renovation. But when you understand the story of how she came to life after 50 years under Greenland’s ice cap, you really appreciate her beauty.

Bob Cardin was project manager in 1992 when they successfully brought the plane up—in parts—from beneath 268 feet of ice.

The plane was left on the ice with five other P-38s and two B-17s of Operation Bolero after weather and low fuel forced them down, stranding 25 on the ice for 11 days.

Twelve other groups led expeditions to retrieve one of the planes locked in ice, but the 13th time was the charm.

In 1992, exactly 50 years after the crews’ rescue, Cardin’s group arrived, set up to melt the ice, and freed a P-38 that would become known as Glacier Girl.

It took money—mounds of it—38,000 pounds of equipment, and 6,000 pounds of food to recover the P-38 from the Lost Squadron.

It was far from easy.

The challenges were immense.

First, the best of conditions on a glacier are no day in the park.

There’s snow—lots of snow.

They slept in tents and put in an outhouse, and each night snow would re-cover the structures.

They’d climb out and shovel their way back in. “But everyone would wait to go to see who would shovel out the outhouse first,” Cardin said.

But they did have some nice days, and those were spent working. They first melted a 268-foot hole 6 inches in diameter to confirm the plane was there.

“It took us three days and nine tries to hit the airplane,” Cardin recalled.

Once the P-38 was located, they used a piece of equipment that resembled a top.

It melted the ice by circulating hot water and pumping it through copper tubing coiled around the outside. The machine cut a 4-foot-wide hole, and they used it five times to enlarge the hole enough to remove the 7,000-pound center section of the plane.

But before that they had to free every piece of the plane from ice. They used a hot-water cannon with men going down the shafts using cables to disassemble the P-38 piece-by-piece before raising it to the surface.

Eventually, the plane and its pieces made it to project funder Roy Shoffner’s hangar in Middlesboro, Kentucky, where restoration began in November 1992. “The more we took apart, the more we realized things were broken,” he said. “In the end we had one piece left and a big pile of junk.”

But because the plane was the only one of its kind they salvaged as much as possible, eventually salvaging 80 percent of the P-38F. After 10 years restoring the plane to flying condition she first flew in October 2002.

In June 2007, the Glacier Girl began Bolero II, an effort to reach its original destination.

But a cylinder crack forced the P-38 to turn around—yet they still haven’t surrendered.

Cardin said if things continue to go well, Glacier Girl would try to make one more trip to Europe via Greenland and complete the mission first started 70 years ago.

“And then we’ll come back here to celebrate.” AVT

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T O D A Y

Women Soar program exists to inspire girls to pursue aviation careers, interests

BY BARBARA SCHMITZ

PHOTO BY PHIL WESTON

Inspire. Motivate. Educate. Challenge.

That’s what the Women Soar You Soar program is all about. Open to high school girls, Women Soar exists to introduce girls to career opportunities in aviation and to encourage them to pursue their dreams in aviation and beyond.

Chaperone Maci Wallace said this year’s participants total 67 girls, ages 14 to 18, from throughout the United States, including as far away as Alaska.

Besides chaperones, 21 female mentors work with the girls all four days of the program. They include a flight surgeon, aviation photographer, airline pilot, engineer, and a math teacher applying to become a NASA astronaut.

Debby Rihn-Harvey is an aerobatic performer and chairwoman of the Women Soar program for seven of its eight years.

Why does she come back each year?

“The reward is so great to see the girls blossom,” she said. “They become more aware, more self assured.”

She noted the program tries to inspire, educate, and motivate girls while imparting the self-confidence to do things outside the box.

“In the beginning, they are quiet, but at the end they are outgoing and have found new friends and have stepped outside their comfort area,” she said. “They learn that if they are passionate and dedicated enough,

someone will see that passion and help them succeed.”

Activities include listening to speakers like Jessica Cox, the world’s first armless certificated pilot, to touring the AirVenture grounds with air show pilots, taking part in hands-on workshops and team-building exercises, attending a college mixer and learning about education opportunities, and much more.

For the second consecutive year, Girl Scouts is also involved. Sue Schwarz, community development manager for Girl Scouts of the Northwestern Great Lakes, is conducting icebreakers and team-building exercises with the girls.

In addition, each girl who participates becomes an honorary member of the Girl Scouts with an opportunity to earn her Gold Award, the Girl Scouts’ highest award, Schwartz said.

On the second day of the program and the first day on the EAA AirVenture grounds, the girls, wearing green Women Soar T-shirts, explained some of the reasons they enrolled in the program.

Sarah House, 16, wanted to learn more about the military; Laura Benish, 14, wanted to learn more about career opportunities in general; Candice Votava, 17, came to meet new people. All three are from Oshkosh.

Some girls like it so much that they come back in subsequent years.

NTSB Chairman Deborah Hersman, meets Dot Lewis (left) and Bee Haydu at the Women in Aviation Breakfast at the Nature Center. Lewis and Haydu were honored guests of the Womens Airforce Service Pilots from WWII. Photo by Phil Weston.

“I’ve been here two years before and I love it,” said 16-year-old Tasca McKinnon of Wheaton, Illinois. “But I come to learn more about the options available in aviation careers.”

“This is the third year I’ve come,” said Abby Votava, 15, of Colorado Springs, Colorado. “It’s really great to meet all these inspirational women. Plus, you get to see the friends you made before and meet some new ones.”

Votava persuaded friend Whitney Simpson, also 15 and of Colorado Springs, to come. “I can’t wait to see the vintage and World War II airplanes,” she said. “And the

guy who flies the Red Bull helicopter is the coolest guy ever.”

The teens said they are looking forward to a variety of things, from tonight’s air show, to talking and meeting with the mentors or Women Airforce Service pilots.

A lucky 40 are also looking forward to receiving a ride in the Ford Tri-Motor.

The Women Soar program continues through Sunday.

“We hope that by the end, that the girls have enjoyed the experience,” RihnHarvey said. “But just as importantly, we hope that they are inspired to stay involved in aviation.” AVT

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T O D A Y

Da BLOOZE Bros to rock AirVenture on Saturday night

AirVenture 2012 guests will once again be rocking to the sounds of Da BLOOZE Bros, returning after their well-received performance last year.

This seven-piece band is only one of three groups worldwide officially sanctioned by the original Blues Brothers, Dan Aykroyd and John Belushi.

The high-energy blues extravaganza kicks off at Phillips 66 Plaza near the Ford Hangar on Saturday, July 28, at 6:30 p.m., right before the Rockwell Collins Night Air Show.

Da Blooze Bros will provide an explosive, funny, and entertaining set of the hits Blues Brothers fans have come to know and enjoy over the years.

This lively group has performed all over the world and is excited to be in Oshkosh to rock the plaza again this year. AVT

We’ll keep you covered.

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And our coverage includes: • Access to all major A-rated aviation insurance carriers • Options like accident forgiveness protection and per-passenger sub-limits • Insurance backed by the power of nearly 400,000 aircraft owners & pilots

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TOUCH NEWS |

S AT U R D AY, J U LY 2 8 , 2 0 1 2 PHOTO BY PAUL BOWEN

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AND GO

B-29 FIFI over AirVenture grounds.

PHOTO BY PAUL BOWEN

B-25 Panchito over AirVenture grounds. myWingMan ® iPad Navigator App

Ease-of-use is on just about every pilot’s checklist. Which makes the new myWingMan iPad Navigator app worth checking out. Twoand three-way split-screen views, myWingMan lets you easily modify the screen to provide the information you want, however you want it.

Swap windows with just two fingers: drag and drop. It’s completely intuitive. There’s no easier way to fly informed. Just touch. And go.

Available soon with a free, 60-day trial in the iTunes app store.

Visit Bendix/King in Hangar B for a demo.

previewmywingman.com PHOTO BY PAUL BOWEN

Jim Slattery donated flights in FIFI and Panchito to youths to provide an introduction to our greatest generation in the air.

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T O D A Y

Huerta looking forward to ‘great opportunity’ to transform FAA

BY JOSEPH E. (JEB) BURNSIDE

PHOTO BY HILLARY LAWRENCE

As Acting FAA Administrator Michael P. Huerta prepares for his probable turn as the agency’s next administrator, he told AirVenture Today he’s “very optimistic” about how the FAA and the industry it regulates will look in a few years.

The acting administrator’s comments came during an exclusive, wide-ranging interview earlier this week at EAA AirVenture Oshkosh 2012, his first ever visit to the fly-in.

Huerta, who was confirmed by the U.S. Senate as the FAA’s deputy administrator on June 23, 2010, became acting administrator December 5, 2011, upon the resignation of then-Administrator Randy Babbitt.

President Obama has since nominated him for a full, five-year term as the nation’s chief aviation official. The U.S. Senate could confirm his nomination as early as next week.

on the acting administrator’s mind. With a background in technology and managing transportation-system demand—he served as a managing director of the 2002 Winter Olympic Games and oversaw the planning and construction of a variety of Olympic transportation facilities—he clearly relishes his opportunity to transform the ways in which the FAA operates.

“If we can handle traffic more efficiently, we’re actually opening up more airspace for you.”

AirVenture “Unbelievable,” Huerta responded when asked for his reaction to AirVenture. “When you get in here and just see the size and the scale of it and all aspects of aviation—from kids who are working on their projects to incredibly experienced people, sort of the elder statesmen, who have been around and whom everyone is asking, ‘What was it like back in the day?’”

But AirVenture wasn’t the only thing

Technology Huerta is very aware of where the agency has been and to where he’d like to lead. In particular, he views the FAA’s future as perched on a three-legged stool.

Technology is one of those legs.

“When I came to the agency, the real focus was NextGen. I now have a slightly different view of these next couple of

years: Technology is extremely important.

We’re at the beginning stages—and actually well into—a very significant technological transformation. That’s one piece of a three-legged stool.”

The agency’s plan for a next-generation air traffic control system—NextGen—is based on that technological transformation. Already, aircraft operators are dealing with the coming changes, most notably with the requirement to equip with automated dependent surveillance-broadcast systems, or ADS-B, by January 1, 2020.

On that date, operators will be required to carry and use ADS-B equipment if they want to continue accessing basically the same airspace in which today a Mode C transponder is required.

When asked about ADS-B and concerns it will be obsolete by its implementation date, Huerta quickly disagreed.

“I don’t think it’s going to be obsolete.

Think about how we’ve had for 50 years a radar-based system; it’s served us very, very well. We’re going about this in a very deliberate fashion.”

But don’t ADS-B’s benefits from the long-term reduction of radar sites and ground-based navigational facilities really accrue more to the agency instead of the operator, AirVenture Today asked.

“For the agency, yeah, there are certainly benefits to it. The benefits for us are that if we can relieve controller workload in terms of things like transmissions, readback/hearback errors are greatly diminished. But we’re also greatly reducing the time a controller has to spend on the radio.

“Two big benefits for GA: One big benefit is we’re easier to get hold of. But the other thing is, if we can handle traffic more efficiently, we’re actually opening up more airspace for you. And that’s another big advantage.”

People Another leg of the stool is the people who work at the FAA, Huerta told AirVenture Today.

“The other thing going on is the FAA is going through a generational transition as well. Between now and 2014, about 30 percent of our workers is going to be eligible for retirement. That’s not to say they’re going to, but they would be eligible to.

“And we have a large number of very ambitious, very young, really smart people that are coming into the FAA. They still have that passion for aviation that’s always been there, but they come at it in a

different way. They’re much more technologically proficient, they’re more comfortable [with technology]. ... So, we’re going through this generational change at the same time we’re going through this technological change.”

Philosophy The third component of Huerta’s approach to managing the FAA involves changing the agency’s philosophy.

“Since the earliest days of the FAA and the earliest days of innovation, our relationship with our industry has always been what I would call a compliancebased relationship: We issue regulations and you comply with them.

“In recent years, we’ve moved much more toward the use of an analytic and risk-based approach. And that’s what ASAP (the FAA’s aviation safety action program) [and other programs are designed to do]: share information.

“What that’s really established is that maintaining safety in aviation is a shared responsibility. So, we’re going through a philosophical transition at the same time.”

“You don’t want to be stifling innovation.”

NTSB E-AB safety recommendations Of course, several other issues confront general aviation and the homebuilder community. One example is the aftermath of the National Transportation Safety Board’s (NTSB) yearlong study into the safety of experimental amateurbuilt aircraft, the background and results of which were reported in yesterday’s edition of AirVenture Today; the NTSB made 12 recommendations to the FAA, including regulatory changes. We asked the acting administrator how the FAA planned to respond.

“The roles of the NTSB and the FAA are well understood. The NTSB makes recommendations to us and then it’s really up to us to take the recommendations but also to start the larger conversation with everyone in industry and to consider the full scope of factors that ultimately result in what we’re going to do about that.

CONT. P32

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| PHOTOS

A I R V E N T U R E

T O D A Y

PHOTO BY MARIANO ROSALES

Chesley “Sully” Sullenberger and pilot Gerry Flaugher fly a load of Young Eagles volunteers in EAA’s Ford Tri-Motor.

PHOTO BY PHIL WESTON

Corey Harrison has a high vantage point to watch the AirVenture air show from atop an engine on The Tinker Belle, a C-46 Commando.

PHOTO BY MARIANO ROSALES

Chad Colberg of Team Oracle briefs James Tripp, Rachel Richardson, Josh Myers, and Katie Bell one last time before walking out to the runway for Sean D. Tucker’s performance.

A Clean Swap.

Introducing the IFD540 & IFD440: The next generation in easy-to-use FMS/GPS/NAV/COMs.

As slide-in replacements for existing 530 & 430-Series navigators, the new IFD540 and IFD440 FMS/GPS/NAV/COMs set a new standard for user-interface simplicity.

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T O D A Y

E-volo electric revolution Volocopter on AirVenture

BY MARINO BORIC, EAA EUROPEAN CORRESPONDENT Perhaps one of the more innovative, hightech flying machines present at EAA AirVenture Oshkosh 2012 is the brainchild of German engineers Thomas Senkel, Stephan Wolf, and Alexander Zosel. The trio is exhibiting their VC2 Volocopter, a single-seat rotorcraft powered by multiple electric motors and an electronic flight control system.

Its predecessor, the VC1, first flew in October 2011; the VC2 will be used for additional development and a two-year flight-test program in collaboration with the LBA (German federal aviation office) and the DULV (German ultralight aircraft association).

According to the company, autonomous test flights over uninhabited areas for days on end are planned in order to test and demonstrate the reliability of the electronic steering and the diverse safety concepts in an uninterrupted flight.

The VC1 is one result of collaboration between Senkel, Wolf, and Zosel, which began with the three corresponding in online forums. From there it was a small step to the design and development of the first model.

The e-volo VC1 proof-of-concept prototype measures approximately 16 by 16 feet, has four jibs (with four propellers each), and a basic weight of about 175 pounds, including batteries. As such, it’s a real ultralight aircraft. It has a payload about the same as

its empty weight While the VC1 and VC2 design will attract lots of attention, it’s also relatively easy to build. The company says it’s also relatively safe, thanks to its electronic flight control system and ability to land safely even with a malfunction of up to four electric motors. Lithium batteries of sufficient capacity and number to enable a flight time of up to 20 minutes, depending on payload, supply electric power.

About that flight control system: A position sensor ensures the correct position in space and permanently balances position changes with rotary speed adjustment.

These design features allow the VC1 to establish and remain motionless in a hover.

Think of a Segway for the air: Its stability is automatic. In the event of control malfunction, the e-volo VC1 lands automatically. Meanwhile, its use of multiple motors and rotors isn’t revolutionary since smaller multi-rotor craft have been designed, built, and used by hobbyists for years. But e-volo succeeded for the first time ever to fly the configuration with a human pilot aboard.

Like the VC1, the VC2 is an advanced proof of concept, made of aluminum, but much stronger and lighter. It’s powered by 18 electric motors, each turning two-blade propellers, mounted to an aluminum framework with three inflatable balls serving as the

First flight of a VC1 in October of 2011. landing gear. The technology features several separate and mutually monitoring onboard computers controlling the precise rotation speed of each motor for attitude and directional control. The custom, German-made electric motors produce 2 kilowatts each. No serial production of this model is planned.

E-volo also announced a rigorous flighttest program will start in September. “We will extensively test all the developments in the field of safety techniques, electric motors, steering controls, and BMU (battery management unit),” the company stated.

Together with a network of notable partners from the fields of research and industry, e-volo will press ahead with the development of the technology for the Volocopter during the next years. The aim of the collaboration is a one- (VC Evolution 1P)

PHOTO BY B. KERN

and two-seat (VC Evolution 2P) Volocopter complying with current regulations.

The VC Evolution 2P is expected to demonstrate a speed of more than 54 knots, a cruising altitude of at least 6,500 feet MSL, takeoff weight of 990 pounds, and greater than one hour’s flight time.

For the U.S. market, e-volo is working on the VC Evolution 1P, a single-seat version with and without a pusher propeller, which the company plans will comply with FAR Part 103. The VC Evolution 2P will be a two-seat Volocopter with pusher propeller squarely in the LSA category.

E-volo is a winner of the ninth Lindbergh Prize for Innovation that was presented during the AERO show this year in Germany. Visit the e-volo team in Innovation Hangar South or go to www.e-volo.com. AVT

NEWS |

S AT U R D AY, J U LY 2 8 , 2 0 1 2

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Gathering raises $3 million for aviation’s future

©2012 CIRRUS DESIGN CORPORATION. ALL RIGHTS RESERVED.

An amazing night—no other words describe Thursday’s Gathering of Eagles. Chaired by Cessna Aircraft Company and supported by most of the aviation industry, the room was filled with generosity and commitments to aviation’s future.

More than 40 Young Eagles participated, helping attendees bid on exciting auction items donated by individuals, companies, and organizations sharing in the common mission to grow aviation.

Preliminary results show a grand total of $3 million raised, led by Ford Motor Company’s awesome P-51 “Red Tails” Mustang, which brought a winning bid of $370,000!

Raise the Windsock, including the Challenge Grant provided by John and Adrienne Mars, generated more than $400,000—and some donations are still pending.

Other items of note included an $80,000 winning bid to host the main table next year; $50,000 for a handcrafted propeller desk donated by Keith Kocourek and designed/ built by Wally Binder; more than $50,000 raised for an “extreme” experience in the Alps with Red Bull race pilot Jurg Fleishman; as well as the opportunity to fly and

PHOTO BY JASON TONEY

Rod Hightower presents at the Gathering auction Thursday night. spend the week with air show legend Sean D. Tucker.

And after registering the winning bid of $40,000 for a ride in the CAF B-29 FIFI with Dutch Van Kirk, navigator of the Enola Gay, and the B-25 with Col. Richard Cole,

Jimmy Doolittle’s copilot, winner Jim Slattery graciously donated the flights to youths to provide an introduction to our greatest generation in the air.

Auctioneer Tom “Spanky” Assiter was assisted by Danny Clisham, Mike

Goulian, and Sean D. Tucker. Among the many special guests were NTSB Chairman Deborah Hersman, Medal of Honor recipient Capt. Thomas Hudner, Capt.

Gene Cernan, Adm. William Sizemore, and many others. AVT

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Volunteer drawing winners Each night at Theater in the Woods drawings are held to award $25 gift certificates to six EAA volunteers.

Certificates can be redeemed for EAA merchandise, valid for one year. Winners can pick up their certificate at Convention Headquarters.

T O D A Y

PHOTO BY MARIANO ROSALES

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The scenic route to AirVenture Flight instructor Helmuth Lehner took the scenic route from Linz, Austria, on this, his third trip to Oshkosh. He touched down at AirVenture 2012 in the midst of a round-the-world solo flight that since leaving home on May 12 has taken him across Europe, Asia, and the Pacific Ocean.

“I’ve had so much luck; I met so many nice people around the world who hosted me,” Lehner said.

He calls this mission the Flight for Children in Need; its goal: raise money for three children orphaned by an accident last year that claimed the life of Hans Goodmann, a friend, mentor, and noted member of the European sport aviation community.

The 44-year-old pilot is flying a Slovakian made Aerospool Dynamic WT9, an experimental microlight aircraft (650 pounds’ empty weight) with retractable gear and constant-speed prop. It’s powered by a 100-hp Rotax 912S engine and cruises at 130 knots, with 4.5 gph fuel burn. With a custom-made 52-gallon ferry tank in the right seat of the two-place aircraft—dictated by the route he chose— the Dynamic has a 19-hour endurance.

“I originally wanted to go to Japan, then to Korea and Alaska, but Japan wouldn’t let

an experimental aircraft in [its airspace], so I decided, ‘Let’s go over the Pacific,’ and I started to produce this big ferry tank.”

Lehner flies at 9,500 feet, where there are “good winds and the temperature is acceptable.” The longest leg of the journey was an 11.5-hour, 1,350-nm flight from Pago Pago in American Samoa to Christmas Island.

Twice after flying 750 nm Lehner had to turn back because of storms in the Intertropical Convergence Zone before finally completing the leg.

“You have to be mentally strong, especially over the Pacific,” Lehner said.

“Sometimes the GPS failed for 10 minutes, and the spotter [that tracks his position] didn’t work in the middle of the Pacific, so you think all the time of what do you do if you have to ditch. But the Rotax engine ran quite nicely.”

Lehner admits his circumnavigation is also meant to complete a round-the-world flight he attempted in 2009 that ended when a mechanical problem forced a gearup landing on the Mongolian border, and he had to ship his airplane home by truck.

“When you begin something like that, you would like to fulfill it,” he said.

He also hopes the flight brings attention to the qualities of the Dynamic WT9, which he likens to a scaled-down Lancair 320. The company started production in 2000, and some 550 Dynamics are flying today, Lehner said.

“It’s really a pity nobody knows about this airplane. It’s the best you can buy” in

Helnuth Lehner with his WT9 Dynamic Rotax.

T O D A Y

BY JAMES WYNBRANDT

the microlight category, he said.

From Oshkosh Lehner will fly home via Halifax and the Azores, and is scheduled to arrive home to a hero’s welcome on August 11. Attendees can see Lehner’s aircraft at its tie-down spot just past the Brown Arch and follow his journey at www.Weltumrunder.at. AVT

NEWS |

S AT U R D AY, J U LY 2 8 , 2 0 1 2

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Ju 52 trimotor brings European history

BY FREDERICK A. JOHNSEN

If you’re a fan of war movies of a certain era, you saw the Ju 52 trimotor that is at AirVenture in Where Eagles Dare, among other celluloid credits, including the more recent Operation Valkyrie.

But don’t let warlike dress-up fool you; This German transport flew in the air force of neutral Switzerland before becoming a civil aviation star.

Bernd Huckenbeck with the company Ju Air is one of many handlers for the German-built 1939 Swiss trimotor at the show. He said this airframe has not needed a major rebuild or restoration because it has been largely in continual service since it was delivered to Zurich so many decades ago.

Bernd slots the Ju 52 design somewhere between the older Ford Tri-Motor and the more modern DC-3. He says the DC-3 upped the ante on airline passenger accommodations, but the Ju 52 has remarkable stability and maneuverability.

Those assets have kept it viable in mountainous Switzerland for years, Bernd says. Before the common availability of helicopters, nimble but slow Swiss Ju

52s were employed to airdrop emergency supplies to farmers stranded in the Alps during extreme weather.

The Junkers at AirVenture served the Swiss military from 1939 to 1982. In that time it dropped paratroops and served as a navigation and communications trainer, Bernd said.

He explained that the German Luftwaffe initially realized the Ju 52’s potential as a cargo transport and airliner, and then decided it could be fitted as a bomber. But its combat vulnerability was its speed.

“It’s so slow,” Bernd says. “It’s a bit faster than a Zeppelin.”

Perhaps not good credentials for survival as a bomber, but the Ju 52 as a transport performed medical and other evacuations from the Russian front that endeared it to a generation of Germans.

For that, it is well known in Germany, Bernd says.

Ju 52s served several countries after the war, mostly in the transport role.

In addition to German production, a factory in occupied France produced the

To pull the props on the Ju 52 trimotor beforer starting engines, Hans Peter Sennhauser uses a pole fitted with a large elastic loop. trimotors both during occupation and after liberation. Spain also manufactured license-built versions.

The Ju 52 has a wingspan of nearly 96 feet, a length of 62 feet, and a height of 14 feet 9 inches. With its fixed gear, it cruises at about 138 mph.

The Ju 52 at AirVenture rides behind three BMW 132 engines turning fixedpitch two-blade aluminum propellers.

Supplies of original propellers are limited, so some new stock had to be made. And, like vintage aircraft operators everywhere, Bernd and his compatriots keep an eye out for BMW radial engine parts.

The Ju 52 is sponsored on tour of the United States by Rimowa, a maker of durable luggage that resembles the corrugated skin of the airliner. AVT

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T O D A Y

Historic Super Cub had a hard life

BY RANDY DUFAULT

In the general aviation boom that followed WWII new airplane types showed up frequently. Manufacturers of the day moved quickly to adopt new technologies and new techniques. Model numbers were changed, and new, better airplanes left the factory. There was very little time to spend considering what impact any of those new models would bring to the company or to general aviation as a whole.

So it was with Piper’s PA-18. What started out as a set of improvements to the PA-11 model, and a new “Super Cub” designation on the tail, ultimately changed aviation history.

But William Piper did not dwell on that possibility.

The first Super Cub was completed, test flown, and sold to a customer. Within two months it had been equipped with a

combination duster and sprayer rig and began a long life as an agricultural aircraft.

When a potential customer offered Roger Maggers of Baker, Montana, a beatup, old Super Cub as a potential trade for one that Maggers had rebuilt, and identified the old plane as serial number 1, Maggers questioned whether that could possibly be true.

“I had heard that serial number four was the oldest one still around,” Maggers said. “But I asked if he had the original logbooks and data plate, and he said that he did.”

In the end Maggers bought the old Cub in 2010. Maggers and son Darin flew the plane as it was for about a year before a little prompting from the Super Cub community convinced the two to restore it in time for the Piper Cub’s 75th anniversary celebration here at EAA AirVenture Oshkosh 2012.

Restoration began October 15, 2011; first test flight came on July 7 of this year, not long before they, and the airplane, needed to depart for Oshkosh.

Maggers’ goal from the start was to restore the famous plane back to the exact configuration it was in when it left the factory.

“We cleaned it all up and tried to save as many of the original parts as we could,” he said.

A key task was to remove a number of modifications made to the airplane over the years. Wing flaps and a balanced elevator had been added in 1950, the original 90-hp engine eventually was replaced by a larger 150-hp powerplant, and an electrical system had been added.

“We didn’t want to use any non-Piper type parts,” Maggers said. “We were able to find some new old-stock wing ribs.

When we opened the airplane up we saw that it still had original type ribs.”

Even though the airplane carries PA18 serial number 1, the fuselage structure

is stamped number 2. According to Maggers, the PA-18 is simply a civilian version of a PA-19 model originally intended for the U.S. Army. Only one of the three PA-19 Pipers constructed left the factory, and it left with fuselage number 1. Unfortunately that fuselage was lost when that PA-19, which still flies today, had its fuselage replaced.

Determining how the plane looked when it left Piper in November of 1949 turned out to be a real challenge.

“It was a bit difficult because there are no pictures of this airplane,” Maggers said. “We worked with Roger Peperell, the Piper historian. He has been in Piper’s vault and had never come across a picture of this airplane. He does have some similar pictures, and those are what we worked from.”

Other original features include smooth tires and original blue-colored knobs on the throttles, control sticks, cabin heat control, and carburetor heat control. A new mixture control knob had to be fabricated from scratch when a suitably conditioned original could not be located.

One particularly difficult challenge was coming up with original, unshielded ignition wires for the engine. Maggers did locate a source for the wire, but he had to fabricate the entire harness from scratch.

The family plans to keep the airplane just as long as they can.

“We’ve had some offers that got my attention, but it is a part of aviation history,” Maggers said. “If I ever do sell it I want it to go to somebody that’s not going to modify it. Eventually I hope it ends up in a museum somewhere.

“I feel honored to own the airplane, and we are proud of the way [the restoration] turned out.” AVT

Feeling out of the Loop?

Visit the IAC Pavilion on the flightline north of Phillips 66 Plaza.

To join IAC, call 800.843.3612 or visit our web site IAC.org

PHOTO BY PAUL BOWEN

Roger and Darin Maggers’ Super Cub is the first-ever PA-18 and spent much of its life as the working airplane William Piper intended it to be.

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“Whatever comes out of this whole thing, you want it to be smart. You don’t want to be stifling innovation. You don’t want to be inadvertently driving up costs when you don’t need to. Yeah, everyone wants the system to be safe, but at the same time, finding that right balance is really important.”

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“Whatever comes out of this whole thing, you want it to be smart. You don’t want to be stifling innovation. You don’t want to be inadvertently driving up costs when you don’t need to.”

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T O D A Y

Another issue is the Pilot’s Bill of Rights (PBOR) legislation developed

by Sen. James Inhofe (R-Oklahoma), a measure supported by EAA and other aviation organizations. Earlier this week, the U.S. House of Representatives passed that measure, sending it to the White House for the president’s signature into law.

The PBOR contains various reforms of the FAA’s enforcement process against pilot violations, including a path for appeals from agency decisions different from the historical referral to the NTSB. Also in the bill is a mandate that the FAA improve the Notice to Airmen (NOTAM) system and rework the medical certificate application to minimize confusion and facilitate the process. AirVenture Today asked the acting administrator about the agency’s view of the bill and its implementation.

“We’ve certainly recommended that the president sign the bill,” he responded. “I would be very surprised” if the president doesn’t sign it, Huerta added.

“The two issues that we are looking pretty carefully at are the relationship between us and the NTSB—and those are conversations we’re having with the NTSB—and then finally, the rights of

appeal to a federal district court. We’ll be looking pretty carefully at it.”

Confirmation

In late June, Huerta went before the Senate committee considering his nomination to head the FAA to answer questions about his thoughts on how to lead the FAA. The Senate has not scheduled a vote to confirm his nomination at this time, but observers expect it to occur in the near future.

“I’m very pleased and honored to have been nominated. I had a very thorough hearing at the Senate Commerce Committee.

“My focus, and what the White House and the secretary of transportation have told me, is to focus on running the agency.

“We’ll have some tough conversations—we’re going to have a lot of disagreements—but I think that we’re going to solve a lot of problems and the reason we’re going to do that is we’re going to do it together,” he told AirVenture Today.

“I really and truly believe that these next two or three years at the FAA— maybe those five years—the decisions we are going to make are going to set the stage for how aviation’s going to operate in the next 25, 30, 40 years. It’s a very exciting time.

“That can be incredibly scary if you think about it that way, but it’s a great opportunity because we’ve had a wonderful history as an agency, we’ve had a wonderful history as an aviation sector, and now we’re going through this transformation and I’m very optimistic about what’s going to come out on the back end.” AVT

“I really and truly believe that these next two or three years at the FAA—maybe those five years— the decisions we are going to make are going to set the stage for how aviation’s going to operate in the next 25, 30, 40 years.”

NEWS |

S AT U R D AY, J U LY 2 8 , 2 0 1 2

Sully, Skiles look back at Flight 1549, look ahead to Young Eagles, Eagle Flights It was the splash heard ’round the world.

Chesley “Sully” Sullenberger and Jeff Skiles gained fame for their superb airmanship in safely guiding US Airways Flight 1529 to a successful ditching on January 15, 2009, a landing known as the “Miracle on the Hudson.”

Friday morning at the EAA Welcome Center, however, they appeared as EAA members addressing a standing-roomonly audience.

The famous former captain and his former first officer serve as honorary co-chairmen of EAA’s wildly successful Young Eagles program, which over the past 20 years introduced more than 1.7 million 8- to 17-year-olds to flight. More than 7 percent of current pilots are former Young Eagles.

“We’re the honorary co-chairmen, but it’s the volunteers who have done the hard work and deserve the credit for the success of the Young Eagles program,” Sully said.

Skiles, since January EAA’s vice president of chapters and youth education, said new developments in the Young Eagles program will provide a pathway to aviation for young pilots, whether they are looking to aviation as a career or for recreation.

“After the Young Eagles flight, Sporty’s provides free ground school, plus we pay for the first flight lesson—we’re working to take them to that next step to flight,” Skiles said.

Skiles addressed the new Eagle Flights program launched here Tuesday as a program inviting adults to engage in the aviation community.

“That is the key to the Eagle Flights program,” he explained. “We’re not necessarily looking to develop another pilot; we’re looking to invite people into our community, help them with whatever they want to do, be that flying, building, whatever it is.”

Several questions concerned the harrowing situation in 2009 when 100 seconds after departing New York’s LaGuardia Airport a flock of Canada geese crossed paths with the airplane and killed both engines of the US Airways Airbus 320.

Two hundred eight seconds later they were floating on the Hudson—and all 155 souls aboard survived.

After efforts to relight the engines failed, the pilots knew their only option was ditching in the Hudson River.

“I knew from experience there were only three options, and after looking out the window, the stress did not leave me the ability to do the math,” Sully explained.

“The only option was the Hudson.”

Since simulator training cannot accurately replicate that situation, Sully said the key to their success stemmed from the crew’s deeply internalized resource management skills, leadership and team building, and cooperative skills in the cockpit.

“In this intense, high-workload situation, we never had a chance to have a conversation about what was happening or what we were going to do about it,” he said.

“So I had to rely upon Jeff to understand this unfolding situation as it developed, listen to my conversation, and infer my intent from that. It was wordless for much of the flight.

“We took an imperfect system with imperfect tools and made it work out.”

In a lighter moment, Skiles joked the hotels in Manhattan were nicer than the ones near the airports.

When asked if the FAA gave him a seaplane rating after the Miracle landing, Sully replied in jest, “No, the FAA just said that it would if I did it two more times.” AVT

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Jeff Skiles (left) Sully Sullenberger (right), EAA Young Eagles co-chairmen, discuss the future of the Young Eagles program, along with their Miracle on the Hudson US Airways Flight 1529 experience during a presentation in the EAA Welcome Center Friday morning.

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T O D A Y

P-40 hat trick brings three to the show Warbirds in Review visitors were treated to the rare spectacle of three diverse Curtiss P-40 fighters parked tightly for inspection while pilots and restorers described the aircraft yesterday.

The elegant surfeit of these World War II gems is only possible at a

BY FREDERICK A. JOHNSEN

major venue like AirVenture, with hundreds of warbirds flying in from around the country.

The rare long-nosed P-40C was the result of at least nine years under restoration, said New Zealand’s Warren Denholm, who accomplished the final four

Three Curtiss P-40s shared center stage at Warbirds In Review Friday. The early P-40C, nearest camera, has different contours than the two P-40Es next to it. years on that resurrected airframe.

It carries the same markings as the P-40 flown by George Welch over Pearl Harbor when he shot down Japanese attackers on December 7, 1941.

The pampered C-model was briefly flown in Auckland, New Zealand, following its rebuild. It was then disassembled and shipped to Chino, California, for reassembly and flight before delivery to Texas owner Lewis Air Legends.

Speaker Ron Fagen described his award-winning P-40E, painted in the markings of the 325th Fighter Group in North Africa circa 1942. “This particular P-40 has all kinds of history because it is made up of hundreds of parts from P-40s from all over,” Fagen told the crowd.

When he first received the airplane, it had been rebuilt after having its wings sawed off. The spliced wings concerned Ron, who opened them up to find ordinary

International stars adorn the wings of two World War II P-40 Warhawks at AirVenture 2012. Nearest insignia represents Nationalist China, while the yellow-ringed star was used by American P-40s in North Africa.

half-inch iron bar and hardware bolts holding the pieces together. And it had been flown that way. Ron replaced those wings with a set whose structural integrity was intact.

But Fagen’s checker-tailed P-40 still held another surprise. On one flight when he dived the airplane to build up speed, the usually trustworthy P-40E began porpoising violently. After backing off the power Fagen landed the P-40 and inspected it closely.

Even torn down, nobody could find anything wrong with it. Eight months went by with no answer, until a Canadian engineer suggested it could be a phenomenon known as fabric ballooning, where the cloth elevator control surfaces pull away from the structure at high speed, upsetting aerodynamics.

A careful inspection of the fabric elevators confirmed the need for achieving better attachment to the structure.

Problem solved.

Master warbird pilot Steve Hinton described the essence of a fighter to the audience: “A race plane is what all fighter planes are.”

The P-40 brings a Clark-Y wing airfoil with high lift and good stall characteristics. It has light aileron forces, Hinton said.

Parked in center stage behind the presenters was Rudy Frasca’s P-40E which has attended every Oshkosh since 1976.

Panel moderator Kent Holiday summed the feelings of all when he said, “They’re artifacts. We’re only custodians.” AVT

Come Visit Us

Ta k e F l i g h t w i t h F o r d a t A i r Ve n t u r e • Da Blooze Bros. Live Concert: Saturday 6:30PM @ Ford Hangar • Mustang Stampede: see the best Mustangs in the Midwest and vote for your favorite • Great Escape : Ride the 5-story ferris wheel adjacent to the Ford Hangar • Fusion EcoBoost Launch: the extreme bungee launch

• Cruisin’ Legends: See classic Fords and happy owners on Knapp Street • Dyno Challenge: ¼ mile runs to win prizes @ Cruisin’ Legends • Model T Experience: Tour in a Model T @ Cruisin’ Legends • Free Stuff : Hats @ the Hangar; Canteens @ Cruisin' Legends!

The Privilege of Partnership EAA members are eligible for special pricing on Ford Motor Company vehicles through Ford’s Partner Recognition Program.

To learn more on this exclusive opportunity for EAA members to save on a new Ford vehicle, please visit www.eaa.org/ford.

• Fly In Theater: Nightly Sunday – Saturday 8:30PM @ Camp Scholler • Red Tails Ford Mustang: One of a kind build for the Young Eagles benefit • Ford Autograph HQ: Autographs from living legends • Free Ice Cream: Nightly deliveries; watch for the Transit Connect

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A I R V E N T U R E

Do You Love

Vintage Aircraft?

Join EAA’s Vintage Aircraft Association.

Be part of the association that keeps vintage aircraft flying for future generations to enjoy.

Visit us at the VAA Red Barn, just south of Phillips 66 Plaza.

To join VAA call 800.564.6322 or visitVintageAircraft.org

T O D A Y

CaraVella Aerospace is back to AirVenture with a roadable aircraft kit

BY MARINO BORIC, EAA EUROPEAN CORRESPONDENT

It is a real-life transformer. It drives the roads, transforms, and f lies until it’s time to land and reverse the process.

It’s the “CaraVellair,” CaraVella Aerospace’s three-wheel roadable aircraft kit that integrates airplane, car, and motorcycle components into one vehicle.

CaraVella is exhibiting in the AeroInnovate Technology Showcase at EAA AirVenture 2012 this week.

The CaraVellair now street-legal prototype is making public appearances as it completes road-testing.

It has reached 65 mph on the highway while logging more than 300 miles.

A mock-up tail was added to begin demonstrating high-speed operation in traffic and in crosswinds.

This innovation targets the homebuilder who is looking for something special but affordable.

CaraVellair uses a 1,000-cc, 175hp sport-bike motorcycle engine but will be throttle limited to only 110 hp, thus improving its reliability, longevity and, probably, safety. A clutch interchangeably connects the wheel or propeller drive systems.

The reverse-trike configuration uses the stock motorcycle exhaust, transmission, and suspension for rear-wheel drive operation. The front suspension is automotive-based.

Headlights, turn signals, horn, and other required items come from the donor motorcycle, and the roadable fuselage meets all state and federal motorcycle regulations.

The next step will be to complete the propeller drive system, confirm smooth operation, and begin taxi testing. Once under propeller power CaraVella will finish the CaraVellair’s engineering, construction, and test of the flight surfaces.

A rigorous flight-test program will follow the installation of the flight surfaces.

CaraVella just started an online crowdfunding campaign to fund completion of the prototype. It also continues to seek engineering and manufacturing partners to accelerate the development program.

Now that the prototype is street-legal, it provides an excellent moving billboard opportunity for sponsors.

Team highlights can be found at www.Caravella.aero, Facebook, and YouTube or visit it in Innovation Hangar South on the AirVenture grounds. AVT

Look for member savings on select merchandise at all official EAA Merchandise locations. Just look for the tag that reads Members Save!

Styles and availability may vary based on location.

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

CaraVella is back after several years of absence from AirVenture and is displaying its project in Innovation Hangar South.

NEWS |

S AT U R D AY, J U LY 2 8 , 2 0 1 2

Quicksilver LSA coming The new owners of Quicksilver Manufacturing, rechristened Quicksilver Aeronautics LLC, provided an overview at AirVenture Friday of their goals for the pioneering ultralight company and kit aircraft manufacturer.

“We feel quite confident we can do more to grow this company in order to make it more successful,” said Quicksilver Aeronautics President Will Escutia.

Co-owner and Chief Operations Officer Daniel Perez said the company will “modernize manufacturing operations. We would like to incorporate best manufacturing processes.” Both owners have backgrounds in high-tech manufacturing.

Quicksilver, whose sale was announced Thursday, began as a hang glider manufacturer in the late 1970s and today, with more than 15,000 aircraft delivered, stands as one of the kit-aircraft industry’s most successful companies.

Its MX series includes the single-seat Sprint and Sport, two-place Sprint II, Sport II, and Sport IIS, while its GT series includes the single-seat GT 400 and two-place GT 500.

But Quicksilver has not capitalized on the LSA movement, a situation the new owners aim to reverse. Quicksilver first plans to add its kit aircraft to the FAA’s 51 percent list, comprised of aircraft that have proved their compliance with the

agency’s rule mandating that builders complete the majority of the construction of kit aircraft themselves.

“We have already submitted our application, and the FAA has assigned three evaluators for us, so we expect to receive a visit sometime in late August or early September,” Perez said. “So we hope to have all seven models [added to the list] sometime later in the year.”

Perez said the company also plans to introduce several of its models as LSA “in the near future.”

The company hired Streamline Design to evaluate its fleet’s preparedness to be introduced in the LSA category.

“We just received the first draft of the first assessment and will be working to close those gaps [identified in the evaluation],” Perez said.

Quicksilver plans to certify the GT 500 and Sport IIS as primary category aircraft, which will ease sales in Europe, which only recently recognized LSA as a legal category of aircraft. The GT 500 was actually the first aircraft certified in the primary category 25 years ago, and the company wants to ensure it continues to meet that certification standard.

Quicksilver also plans to introduce a new pricing structure to make its aircraft more affordable. Sales will be headed by Quicksilver Manufacturing veteran Todd Ellefson. The company has also been hiring production,

37

BY JAMES WYNBRANDT

engineering, and other personnel.

Escutia said the company will introduce a new website, improve owner’s manuals and offer them in digital formats, and start a Facebook page and YouTube channel to bring “more visibility and

modernization to the company.”

The company will continue to operate from Temecula, California.

Quicksilver aircraft are on display at the company’s booth (931) and at the LSA Mall. AVT

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A I R V E N T U R E

T O D A Y

Worship services during AirVenture 2012 Catholic Mass Saturday, July 28, at 6 p.m. in Forum Pavilion 7, and Sunday, July 31, at 10:15 a.m. in the Theater in the Woods

Stop by for your free gift!*

Earn double points on fuel for your plane and car at AirVenture 2012.

Cardmembers, here’s how to get your free gift 1. Use your U.S. Bank EAATM Visa Card while at AirVenture 2012.

2. Bring your EAA Visa Credit Card, along with your receipt(s) to any U.S. Bank location on the AirVenture grounds.

3. Pick up your FREE gift!

Protestant Service Theater in the Woods, Sunday, July 29, at 9:15 a.m. EAA Chaplain Ed Riddick officiating.

Don’t have an EAA Visa Credit Card yet?

Visit any of the tabling locations throughout the AirVenture event.

© 2012 U.S. Bank. All rights reserved. *Cardmembers must present their U.S. Bank EAA Visa Card and AirVenture 2012 credit card receipts at the U.S. Bank table in order to claim the free gift. Limit one free gift per Cardmember and while supplies last. For noncardholders, one free gift for each completed application. Offer valid 7/23/11- 7/29/11.

U.S. Bank National Association ND is creditor and issuer of the EAA Visa Card.

Nondenominational Service Fergus Chapel (near the Museum), Sunday, July 22, and Sunday, July 29, from 8:30 to 9 a.m.

Area Churches More information is available from the Oshkosh Convention & Visitors Bureau at www.VisitOshkosh.com or visit CVB on the convention site. AVT

It’s SUPER SATURDAY! Available at all official EAA Merchandise locations throughout the grounds. Hurry, get your before they are gone.

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

LEFT SEAT |

S AT U R D AY, J U LY 2 8 , 2 0 1 2

Heads-up with Rockwell Collins For many years a head-up display (HUD) was only available to military fighter pilots. But Rockwell Collins brought HUD technology to civilians, and the results are safer flying in the worst conditions of darkness and low visibility.

A HUD is a magical piece of glass mounted between a pilot’s eyes and the windshield. All types of information and symbols can be displayed on the HUD combiner glass, but you can still clearly see the real world ahead through the windshield.

I have no idea how this is possible, but the information on the HUD is focused at infinity. Think about that for a moment.

Here is a display of flight guidance located inches in front of you, but you can look through the glass and clearly read the information on the HUD while still maintaining focus on the runway that may be miles ahead.

The beauty of a HUD for a fighter pilot is that he can see aircraft performance information such as attitude, altitude, airspeed, and such— plus weapons targeting information— while never shifting eye focus away from the enemy aircraft.

In civilian flying we have no other airplanes trying to shoot us down, but we do have the very real threat of flying into terrain while maneuvering near the ground on approach or shortly after departure. A HUD shows you all necessary data to fly the airplane along the desired path with eyes up and out of the cockpit.

The first HUDs in civilian airplanes were actually duplicates of the cockpit instruments projected onto the HUD glass. You could look through the HUD and still see attitude and airspeed, and your track along the approach guidance, while looking for the runway ahead. It worked great.

The Rockwell Collins system was so good it was approved for Category III instrument approaches, meaning visibility could be as low as 700 feet. Many years ago I landed a Boeing 727 using only information on the HUD because the windshield ahead was covered.

The HUD that Rockwell Collins builds is more accurately called a headsup guidance system (HGS) because

the information projected onto the HUD glass is much more precise than conventional attitude and instrument approach guidance.

The HGS uses inertial and GPS data to determine actual flight path. Flight path is where the airplane is going at the moment, as opposed to attitude indication showing merely where it is pointed.

Because of the precision of the HGS the guidance of the commands on the glass are expanded compared to normal cockpit instruments. As a pilot you find yourself making almost continuous small corrections to keep the flight path within a couple feet of perfect. Tiny deviations that nobody could see or correct for on normal flight instruments are instantly apparent on the HGS. Several years ago Gulfstream pioneered enhanced vision system (EVS) that uses an infrared camera to peer through darkness and visibility obscuration to show the runway and terrain ahead. The EVS picture is projected onto the HUD so when you are flying you see both the guidance commands and the infrared image of terrain, lights on the ground, other aircraft, and even large animals such as deer.

The EVS on the HUD is so effective that Gulfstream pilots can continue the approach down to 100 feet above the runway instead of the normal 200 feet based on the EVS view of the runway. I have had the chance to land a Gulfstream with the windshield on the left side covered and looking only at the EVS/ HUD display. May have been some of my best landings.

Now Rockwell Collins is working to combine computer-generated synthetic vision system images (SVS) of terrain on the HUD along with EVS and the necessary flight guidance. That way you can see a more complete synthetic view of the terrain far from the airport, see an EVS view in close, and always see data you need to fly the airplane.

Rockwell Collins, which is the presenting sponsor for the daily air show here, has a HUD simulator in its display near exhibit Hangar C. Stop by and try flying an approach using the HUD, and I know you will be as impressed as I am.

It’s darn close to magic. AVT

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Open 10 a.m. to 10 p.m. daily for lunch and dinner Located on Wittman Road, next to the Vintage Red Barn Presented by the Supple Restaurant Group

39

40

| LEFT SEAT

A I R V E N T U R E

T O D A Y

AKIA launches to address E-AB safety issues The Aircraft Kit Industry Association (AKIA) formally organized this week, forming a mission statement and introducing the newly formed organization to key aviation groups like EAA, AOPA, FAA, NTSB, GAMA, NBAA, HAI, and LAMA. AKIA’s mission is to represent aircraft kit manufacturers, designers, suppliers, and supporters with a unified voice in the promotion and safety of the aircraft kit industry.

The 14 charter members formed AKIA after the NTSB issued 16 recommendations regarding experimental amateur-built (EAB) aircraft safety.

“We don’t manufacture aircraft; we make aircraft parts,” said Dick VanGrunsven, president of Van’s Aircraft and AKIA’s president. “Our customers buy those parts, and they manufacture the aircraft. But we do have a direct link to E-AB aircraft, and it’s time we make our presence known and become proactive in addressing safety issues.” NTSB cites the first preflight, Phase 1 flight testing, and transition training for pilots as key areas to address.

“The record has to be improved, and we believe it can. AKIA expects to be at the table in all future discussions about E-AB safety. With GA on the NTSB’s

Most Wanted List, and E-AB having the highest percentage of fatalities, we have to get involved. Collectively, we have the knowledge and experience to make a difference in the culture.”

AKIA is moving forward to become a legal entity and to enlist other manufacturers and suppliers who are directly involved in the E-AB movement.

Its membership list increased from 14 to 20 at the first organizational meeting.

“We have a lot to address in the area of safety,” said VanGrunsven. “At the same time, we are also eager to engage in programs and projects that will promote the educational and enjoyable aspects of aircraft construction.” AVT

Mel Cintron, FAA division manager of General Aviation and Commercial Division, addressed AKIA members during their organizational meeting this week.

AVTECH @ AIRVENTURE |

S AT U R D AY, J U LY 2 8 , 2 0 1 2

ADS-B

41

BY JACK HODGSON

FreeFlight Systems’ RANGR ADS-B Datalink family offers low-cost, lightweight, modular solutions for adding ADS-B capability to your aircraft. From the XPLORER, its entry-level product that provides you with the benefits of free datalink weather today, through the TSO’d RANGR transceiver, which provides full ADS-B capability in a single box, the FreeFlight Systems’ range offers a solution to meets your needs today, while providing a solid upgrade path going forward.

The ADS600-B from NavWorx is a remote mounted universal access transceiver that transmits ADS-B “out” information and receives ADS-B “in” information including ADS-B, ADS-R, TIS-B traffic, and FIS-B weather. It employs multiple interfaces allowing the ADS600-B to support a variety of panel-mounted EFIS/MFD and portable displays. The ADS600-B is currently undergoing TSO-C154c certification.

Exhibit Hangar C, Booth 3136 www.NavWorx.com

pilots to receive and interpret the FAA’s ADS-B FIS-B and TIS-B broadcasts for a low one-time equipment cost. ADS-B data is displayed to the pilot through the SkyRadar application for the Apple iPad, iPhone, and iPod Touch.

Since the SkyRadar ADS-B receiver is an ADS-B “in” only device, it does not satisfy the 2020 requirement for ADS-B “out,” transmitting no information about your aircraft’s location, heading, altitude, or speed to other aircraft or ground stations.

Exhibit Hangar C, Booth 3056 www.SkyRadar.net

Clarity Core features GPS, Wi-Fi, and free in-flight NEXRAD, weather, and NOTAMs. Clarity Dual provides full airto-air traffic, GPS, Wi-Fi, free in-flight NEXRAD, weather, NOTAMs, and more.

The Clarity Core SV and Clarity Dual SV models add synthetic vision AHRS to enable your 3-D synthetic vision applications.

The capabilities of Clarity devices can be enhanced by combining them with various compatible external systems such as WingX Pro7, PC Avionics, i1000 Flight System, Global Nav Source, and SkyVision Xtreme.

Garmin Exhibit Hangar D, Booth 4036 SagetechCorp.com

The SkyRadar ADS-B receiver is a device that allows general aviation

Sagetech Corp. makes the Clarity Core and Clarity Dual ADS-B receivers.

Exhibitors, send info about your AvTech products to avtech.airventure@gmail.com. AVT

PHOTO COURTESY OF FREEFLIGHT

PHOTO COURTESY OF NAVWORX

PHOTO COURTESY OF SKY RADAR

PHOTO COURTESY OF SAGETECH

Like it or not, ADS-B technology is in the future for all our airplanes. As the standards and technology continue to evolve, we can begin to use some of these intriguing capabilities right now, with these devices and accessories that are on display here at AirVenture 2012.

FreeFlight Systems’ RANGR ADS-B Datalink family of ADS-B devices

Rockwell Collins Exhibit Hangar C, Booth 3058C-3058D www.FreeFlightSystems.com

NavWorx’s ADS600-B ADS-B transceiver

SkyRadar ADS-B receiver

Sagetech Corporation’s Clarity Dual ADS-B receiver

“Meet me at the Brown Arch” Leave your mark at an AirVenture landmark.

Visit AirVenture.org/Arch for more information or to buy your brick.

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T O D A Y

Royal Gull is a unique world traveler

BY RANDY DUFAULT

Italy’s Piaggio Co. is known for its distinct designs in the many transportation products it’s produced over its history, up to and including the venerable Vespa motor scooter to today’s P.180 Avanti business turboprop.

Another distinctive Piaggio airplane is here, the company’s 1949 amphibious Royal Gull.

Sporting a true gull wing—unlike the more familiar inverted gull wing of the Vought F4 Corsair fighter—Piaggio’s Gull took a completely different design approach from other larger seaplanes of the day. Its competition, primarily Grumman, preferred a straight wing on a much taller, boxier fuselage.

John Mohr bought his Royal Gull 15 years ago, and according to him, the unique wing design has several advantages.

“One reason is to get the props up higher, out of the water spray,” he said.

“The other thing the gull wing does is give it great stability. It is a very stable aircraft…as the plane yaws it automatically lifts up the wing. You can move the rudder pedals, and it will bank as you yaw it back and forth.

“It also allows you to mount the wing into a strong area of the fuselage without running it straight across the top like it is on the Goose and the other seaplanes of [the Royal Gull’s] type.”

Piaggio constructed Mohr’s craft in 1956. At the time Kearney and Trecker, a Milwaukee machine tool manufacturer, had an arrangement with the Italian company to import the planes. This specific serial number was originally delivered to John Mark of Oshkosh, Wisconsin, and it spent its early years here at Wittman Field.

Eventually the airplane went to owners in Louisiana and Texas before Mohr acquired it and moved it to his home in the St. Paul, Minnesota, area.

Mohr performs an air show routine in a Stearman biplane and is performing here at EAA AirVenture Oshkosh 2012. With his connections to the air show industry he’s had an opportunity to take the plane to many places in the world, including trips to the United Kingdom and to Central America. Regular vacation destinations for the plane include summer trips to parts of Canada and Alaska, often north of the Arctic Circle, and south to Caribbean destinations in the winter.

Piaggio only manufactured 65 of the seaplanes. Mohr has attempted to track all of them down and believes only five are flying today, with another five in the United States in various states of disrepair or disassembly.

He expects two more to be flying in the relatively near future.

The Gull is a stout airplane. Mohr’s is, except for paint and modern avionics, substantially the same as when built.

“It was very well thought out, very well engineered to begin with,” Mohr said.

“The landing gear has a complex retract mechanism inside, but all that stuff has just worked flawlessly. I think the whole airplane is built pretty beefy.”

Corrosion can be an issue for amphibious airplanes, though it hasn’t been for Mohr’s Gull.

He believes a black, tar-like substance Piaggio applied to the inside of the hull is part of the reason, along with a corrosion control program he started just after purchasing the plane.

The airplane is large for its five seats.

However, the cavernous fuselage does not go to waste as it holds 190 gallons of fuel and a very large cargo compartment.

“The nice thing about the fuel tanks being in [the fuselage] and not out in the wings, or in a bladder, is that they are easily accessible,” Mohr said. “And this thing will take some big waves. I’ve landed in 3-foot waves with it on Loch Ness when I was over in Scotland. The weight is in the fuselage, and that’s what takes the pounding.

“It is very stable on the water, very honest on the water. It doesn’t have any bad habits at all.

“In fact, it is easier to handle on the water than it is on land.”

The plane’s swiveling tail wheel requires differential braking and differential thrust to steer it on land. Reversible propellers do add a bit more control and have the added benefit of shortening the landing roll both on terra firma and on water.

Mohr’s wife, Lyn, flies with him in the plane nearly everywhere it goes.

“I can take everything I want with me,” she said. “And every time I’m in it, it means that it is going to be an adventure.” AVT

2012 AirVenture Souvenir Program & T-shirt Combo Only $19.99 Get yours before they’re gone.

Available at all official EAA merchandise locations throughout the grounds.

PHOTO BY MARIANO ROSALES

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

Air show pilot John Mohr brough his Piaggio Royal Gull seaplane to Oshkosh. Parked in the amphibian lot by Ultralights, this unique aircraft is a multi-engine tailgragger with a gull-shaped wing design.

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Around the Field AirVenture’s North 40 is a neighborhood fairly pretty well-known to most EAA members. But a less well-known neighborhood exists—the South 40.

Located down beyond the Ultralights area, the South 40 began life as overf low parking. But these days many f ly-in attendees request parking there because it’s their favorite place on the field.

Joe Roux of Grimes Field in Urbana, Ohio, is one of those people.

“I prefer parking down here. It’s quieter.

And during the air show you don’t have

Joe Roux

T O D A Y

BY JACK HODGSON

people hanging on your airplane. Sitting on your wheelpants.

“So I just prefer it down here.”

Joe’s been coming to the fly-in for about 20 years.

His dad flew the 1950 Cessna 140A to the EAA fly-in for many years. In the early ’90s Joe started flying along with his father.

“Now I continue the tradition.”

Joe still flies the 140 to visit his dad regularly.

“It’s getting tough for him to get in and out of the airplane. But he likes to at least see it. It’s a good time.”

Joe’s dad, Henry, now lives in Pennsylvania. He’s no longer able to attend the fly-in—his last time here was 2005— but he hasn’t lost his interest in the planes or the EAA fly-in.

“Every night I call him and tell him about something. Whatever the day’s events are.

“He’s always interested in what airplanes I’ve seen. I take lots of pictures.

I write lots of notes for each airplane that I take a picture of. And when I get back there we’ll go over all the pictures.”

Steve Herrick and his friend Pat Fogerty are sitting under the wing of

Steve’s Northstar.

This is Steve’s 12th visit to the fly-in since 1984.

He takes his time making the 900-mile trip from his ranch in Kiowa, Colorado.

“We go for the trip, not the destination.

So it’s landing here, and landing there.

Hitting the grass strips, and talking to the people.”

“It’s such a different environment here than where we live. My home strip is 6,100 feet in elevation. It’s a grass strip on the ranch, and the grass there grows in little clumps about this big,” he makes an 18inch circle with his hands.

“It’s such a pleasure to come back into the Midwest. The beautiful grass strips and of course the low altitude.”

He also prefers to park down in the South 40. “We always come down here.

There’s a little bit less foot traffic. And a little bit less noise.”

He built the Northstar himself.

“It’s a Canadian clone of the Super Cub. I finished it in 1999. It’s got about 1,400 hours on it now.”

Steve’s plane has big bush tires on it, in part to help with the patchy grass and uneven surface of his home strip. They’re 31-inch tires.

“You know, you can pay to have the strip rebuilt, or fly big tires and smooth it out that way.”

It says Open Sesame on the cowling of his Northstar.

“You know that ‘Open Sesame’ is Ali Baba and the Forty Thieves. The magic words to open the treasure cave.

Well this airplane opens the treasure cave, and by the time you’ve built a homemade airplane, you think you’ve dealt with 40 thieves.”

Enjoy “Around the Field” all year long at www.AroundTheField.net. AVT

Steve Herrick

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It’s a 1940 J-3 Piper Cub, beautifully restored and ready to fly, TrickAir Sport 1500 Snow Skis included. Visit the EAA “Win the Cub” Sweepstakes building to enter today.

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For complete Official Rules, prize descriptions, or to enter the 2012 EAA “Win the Cub” Sweepstakes, visit www.WinTheCub.com

5th prize: Hamilton Men’s Khaki UTC Watch

6th prize: ICOM VHF Air Band Transceiver

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EAA Insider

AIRVENTURE’S SPECIAL OFFERS, OPPORTUNITIES AND EVENTS

Memorial Wall

Memorial Wall Ceremony - Sunday, July 31, at 11 a.m.

Celebrate and honor the lives of those who have “gone west.”

Dedicated to those who have loved and supported aviation.

The Brown Arch

Purchase your brick and have it placed for AirVenture 2012 to “leave your mark” at the Gateway to Aviation.

Purchase a brick at AirVenture.org/arch or by phone at 1-800-236-1025

Fly the Ford

Visit the Tri-Motor building on the southeast corner of Scotts Warbird Alley and reserve your seat today!

Visit FlytheFord.org or call 1-877-952-5395 to make a reservation

Beautify AirVenture

Plant an Autumn Blaze Maple in your name and beautify the AirVenture grounds while providing much needed shade.

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| NEWS

A I R V E N T U R E

T O D A Y

PD-2 roadable kit for the Glasair Sportsman GS-2

BY MARINO BORIC, EAA EUROPEAN CORRESPONDENT The PD-2 roadable kit is on display at AirVenture 2012 and constantly catching the attention of walk-by visitors. Actually it is pretty difficult to talk to Trey Johnson (CEO of Plane Driven LLC) because his PD-2 is continuously under siege by the curious— not only pilots.

Plane Driven is motivated to make a great general aviation airplane street legal.

Weather often forces a pilot to land and wait out a passing storm or persistent low clouds.

Equipped with Plane Driven’s PD-2 kit, a pilot need not wait for better weather.

Plane Driven has chosen the Glasair Sportsman as a natural platform to add a roadable kit conversion. The Glasair Sportsman is a four-place aircraft, but it becomes a two-person aircraft when carrying the PD-2 drive pod. The PD-2 power pod can be easily removed, and the Sportsman can be again used as a four-place airplane.

The Sportsman is known for its folding wings and its ability to easily convert between gear configurations: tricycle, tailwheel, straight floats, amphibious floats, skis. With a PD-2 kit you can add street-legal motorcycle to the Sportsman’s conversion options.

The Plane Driven PD-2 kit will only fit a Glasair Sportsman because it is built specifically for the airframe.

Plane Driven will soon be seeking orders from a few customers interested in becoming early adopters. Glasair offers an AirVenture discount option to add the structure necessary for the Plane Driven PD-2 kit.

Once a Glasair Sportsman is flying, the vehicle frame will be delivered to the PD Mfg. LLC shop, where it will be installed together with the powerplant and all components to meet the Federal Motor Vehicle Safety Standards (FMVSS) for motorcycles. A VIN is issued, and a customer is ready to register the vehicle and drive away.

The kit will include everything necessary to make the Sportsman PD-2 roadable and in compliance with the FMVSS for motorcycles. Components include steerable

front wheels, brakes, wheelpants, a rear drive unit, all required lighting, and all cables and connections. Delivery is expected by year’s end.

Surface operating requirements are a driver’s license, motorcycle endorsement, and in some states a trike endorsement.

For flying, a current third-class medical and a private pilot certificate or better with tailwheel endorsement.

Concerning performance, the PD-2 modified airplane has been driven up to 73 mph on the highway and has consistently flown up to 140 mph in the air. Aerodynamic improvements, like wheelpants, should increase airspeed. The achievable range is 200-plus miles on the road and 470 miles in the air.

The PD-2 has a 50-hp engine installed in back with a power-to-weight ratio similar to a 1965 VW bug. The PD-2 has shown the capability to climb highway grades, and the suspension is tolerant of bumpy roads plus it can be driven on a highway during stormy weather. The useful load of the prototype is currently 630 pounds, but it is likely that it will be increased to 730 pounds. The demonstrated service ceiling is now 15,000 feet.

Transitioning between the flight and drive modes is manual. There is a checklist to be followed, which includes folding the wings, raising or lowering the front wheels, and moving the drive unit between the baggage area and the drive position. The modified airplane can be reconfigured to floats. For fuel you need 100LL fuel running the IO390/210-hp Lycoming, and regular automotive unleaded fuel is used in the drive unit.

The PD-2 will fit in a garage space with minimum dimensions of 8 feet 7 inches wide, 10 feet high, and 25 feet deep. Pricing for the PD-2 has not yet been released, but the price of the PD-2 kit will be around $60,000.

You will find Plane Driven with the Glasair Aviation LLC space, booths 253-254 between hangars A and B. For more information go to www.PlaneDriven.com. AVT

BREAKFAST DAILY 6:30a.m.-9:30a.m.

Monday, July 23 through Saturday, July 28

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

PHOTO BY MARINO BORIC

PD-2 is on display on AirVenture grounds together with Glasair Aviation LLC.

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