During the public comment period after formal presentations, Tim Roehl, president of General Aviation Modifications Inc. (GAMI), challenged a couple of points made during the presentations of members and support staff from the End Aviation Gasoline Lead Emissions. He told the crowd—smaller than in previous years—that contrary to assertions made during the formal part of the forum, GAMI’s G100UL is indeed ready for distribution and sale.

Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative member Pete Bunce, president of the General Aviation Manufacturers Association (GAMA), stood up and dismissed Roehl’s assertion.

“I totally disagree, but that’s a discussion for another day,” said Bunce.

• READ MORE: GAMI’s G100UL Unleaded Fuel Successfully Powers Historic WWII Aircraft

In earlier comments, Bunce said his organization remains adamant that any new fuel will be approved through “transparency and a peer reviewed process,” which has traditionally been done through ASTM International.

“Transparency is so absolutely vital for us,” said Bunce.

Refiner Vitol Aviation has 1.3 million gallons of G100UL in tanks in Louisiana and says it has been completely vetted as ready for sale through its supplemental type certificate (STC). GAMI and Vitol have consistently said the FAA approval of an STC covering all gasoline engines on the agency’s registry satisfies all the regulatory and safety requirements to begin retail distribution of the fuel, but there are critics who contend it needs a consensus standard determined by an independent organization like ASTM to satisfy concerns about materials compatibility.

Aircraft Owners and Pilots Association (AOPA) president Mark Baker said his organization is using G100UL in a Beech Baron it operates and, based on the 200 hours of experience with the fuel, “GAMI is as good or better” than 100LL. He also said the process has to “move forward” to get the correct fuel.

• READ MORE: Cirrus Service Advisory Throws Fuel on G100UL Maintenance Debate

The balance of the meeting was a reiteration of the stated goals of EAGLE, which increasingly has become focused on maintaining the supply of 100LL. The existence of the commercial quantity of G100UL has prompted politicians in California and Colorado to try to ban 100LL in favor of filling airport tanks with G100UL. Legislative and legal initiatives in both states are moving through their respective processes.

Meanwhile, testing of the last remaining candidate under the congressionally mandated Piston Aviation Fuel Initiative (PAFI) is slowly progressing at the FAA’s Atlantic City, New Jersey, test facility.

About 23 percent of materials compliance testing, 25 percent of durability testing, and a few percent of several other categories have been done on Lyondell/Basell/VP Racing’s entry. It’s also been fully tested on the airframe of a Lancair Legacy and on a Continental TSIO 550K engine.

Editor’s Note: This article first appeared on AVweb.

The post Unleaded Fuel Debate Heats Up in Oshkosh appeared first on FLYING Magazine.

The aircraft is on display this week at EAA AirVenture’s Vintage Aircraft Circle.

The Ackermans bought the Stinson as a project in October 2011, and it quickly became apparent the project was more than the two could handle.

The Stinson is a large aircraft for a four-seater, tipping the scales at 2,617 pounds empty, which is about what many four-seat general aviation aircraft gross out, fully loaded. Nothing about it is small, including the documentation the Ackermans had to wade through, including 18 reels of 35 mm microfilm, with each stretching out 100 feet long.

Stinson NC3040 was the first production Stinson Gullwing, which would be enough fame for most any flying machine. Their particular Stinson had lived something of a higher-profile existence, having been owned through the late 1930s by Pepsi-Cola, and it had been painted with the company logo for publicity work. Through the ’50s and ’60s, the airplane grew derelict and was parked.

The Ackermans turned to RARE Aircraft in Faribault, Minnesota, to take on the work. RARE Aircraft is noted as a Stearman and WACO restoration shop, whose wood and fabric work are well known in the community.

On July 12, the freshly restored Stinson took its first flight in almost 70 years, following four years of work by RARE Aircraft and the preceding effots of the Ackermans. The restoration is well-researched and incorporates tasteful updates, such as avionics and safety improvements, to make the Stinson more easily handled in today’s environment.

While the Ackermans haven’t flown their plane yet, the test/ferry pilot reported that it cruised at about 140 mph and landed at 48 mph. They plan to keep the plane about a decade as custodians before passing it along to the next of its caretakers.

Editor’s Note: This article first appeared on Plane & Pilot.

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The aircraft, a successor to the Extra 330SC, features a wider cockpit, shorter fuselage, redesigned cowling, increased control stick clearance, and improved headroom compared to its predecessor.

• READ MORE: EAA AirVenture Reports Attendance Boost

Extra said the 330SX model is much easier to fly, allowing pilots to achieve higher scores in aerobatic competitions.

“The introduction of our high-performance aileron package delivers superior roll authority,” Extra said. “It ensures that both at a competition level and on the air show stage pilots will benefit with crisper maneuverability at all airspeeds.”

Competition aerobatic pilot Bob Freeman was the first U.S. customer for the aircraft and was scheduled to fly one during the daily airshow at AirVenture.  

• READ MORE: Donation Expands Bob Hoover Academy Fleet

“We were thrilled to officially unveil the Extra SX to North America, showing our prototype SX001 and the Freeman Airshows SX!” Extra said in a social media post.

According to Aircraft Owners and Pilots Assocation, the aircraft has a retail price of $550,000 and deliveries take about a year to fulfill. Extra has sold 10 of the 330SX models and produced five so far.

Editor’s Note: This article first appeared on AVweb.

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The Salinas, California-based aviation nonprofit focuses on inspiring at-risk youth to  engage in STEM education. The program has a Cessna 152 and Redbird Flight Simulations FMX AATD, which allow students to pursue a private pilot certificate. 

• READ MORE: Paying It Forward

The program also offers students an opportunity at completing ground school utilizing the Aircraft Owners and Pilots Association (AOPA) high school curriculum.

The foundation’s $1.5 million donation, which was funded by Tom Siebel, Craig McCaw, and David Leushchen, also includes operational support for the aircraft and guaranteed job interviews for program graduates with industry partners Cirrus, CubCrafters, and Game Composites.

• READ MORE: Bob Hoover Academy Gets Redbird Simulator

“This donation is about providing hope and tangible opportunities for a better future,” Siebel said in a statement. “Salinas is a city where many young people face daunting challenges daily. We are honored to support the Bob Hoover Academy led by impassioned aviator Sean D. Tucker. They are changing lives through the magic of aviation combined with a solid education.” 

The post Donation to Expand Bob Hoover Academy Fleet appeared first on FLYING Magazine.

The company’s 10,000th SR Series aircraft, appropriately named N10000, is on display at EAA AirVenture this week.

“From the Cirrus Airframe Parachute System (CAPS) to the Perspective Touch+ flight deck, Cirrus continuously innovates to provide owners with personal aircraft that set the industry standard for aviation safety, luxury, convenience and ease of ownership,” Cirrus CEO Zean Nielsen said in a press release. “We are honored to celebrate 10,000 SR Series aircraft deliveries with our team members, partners, and stakeholders,”

Cirrus says achieving the milestone is a testament to its innovation and ability to develop industry-leading products. One of the latest technologies Cirrus has introduced are the Apple Vision flight training goggles, which enable augmented reality walk-arounds of aircraft.

During a press briefing at AirVenture, Todd Simmons, Cirrus president of customer experience, highlighted the company’s expansion, noting its new aircraft programs in Kissimmee, Florida; Scottsdale, Arizona; and McKinney, Texas. Simmons mentioned that most of the customers in the Cirrus management program are Vision Jet owners.

Simmons also noted that prior to the pandemic, some 13 percent of customers coming to Cirrus were new to aviation. He said that spiked to around 40 percent during the height of the pandemic but now it’s about 29 percent.

Editor’s Note: This article first appeared on AVweb.

The post Cirrus Delivers 10,000th SR Series Aircraft appeared first on FLYING Magazine.

Pelton also said the EAA was stronger than ever with more than 300,000 members and touted the growth of its Young Eagles program, which has flown some 60,000 kids per year. He also applauded the pilots flying for the program, noting that there were 1,200 new ones that joined the initiative.

Pelton said 2024 AirVenture attendance numbers are comparable to last year, while presale numbers were 4 percent higher than 2023. However, Pelton said aircraft arrivals are down slightly from last year. According to the EAA, there were 1,700 aircraft arrivals at AirVenture Monday morning, with several parking areas 80 percent full.

This year marks the 71st installment of AirVenture, which runs through Sunday at Wittman Regional Airport (KOSH).

Editor’s Note: This article first appeared on AVweb.

Photo Gallery

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The report noted that long-term demand for qualified aviation personnel remained strong with the need for some 674,000 pilots, 716,000 maintenance technicians, and 980,000 cabin crewmembers by 2043 to meet growing demands.

“Driven by aviation traffic trending above pre-pandemic levels, personnel attrition and commercial fleet growth, the demand for aviation personnel continues to rise,” said Chris Broom, vice president of commercial training solutions for Boeing Global Services. “We are focused on being a reliable and innovative partner in the lifecycle of aviation training. Our offerings are rooted in competency-based training and assessment programs to help ensure high quality aviation training starting in flight schools and in commercial operations while helping enhance aviation safety through immersive and virtual training solutions.”

Boeing also anticipated a 3 percent increase in airplane deliveries over the next 20 years, projecting a need for 44,000 new commercial aircraft. According to the company, single-aisle airplanes will make up 71 percent of the fleet with new deliveries primarily for short- to medium-haul routes.

Editor’s Note: This article first appeared on AVweb.

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The Yukon features carbon composite construction and a nickel leading edge. It can be used on both the wheeled and floated Cessna Caravan utilizing the PT6A-114A 675 SHP or PT6A-140 867 SHP engines.

• READ MORE: FLYING Unveils ‘Oshkosh Live’ Video Programming Lineup

According to Wipaire, the Yukon can reduce takeoff distances by up to 26 percent from land and 31 percent on water. The propeller weighs 137 pounds, which is lighter than others available by about 19 pounds. It also has optional pitch locks, and according to the company, will not change the stall speed of the aircraft. 

The Yukon is available with TKS or electric deice, or both.

“The successful flight performance with the Yukon is a testament to the collaboration between Hartzell Propeller and Wipaire engineers,” said Chuck Wiplinger, president and CEO of Wipaire. “The increased efficiency and power are a game changer for our customers and presale deposits are strong.”

• READ MORE: Army of Volunteers Gives AirVenture Its Lift

According to the company website, “Wipaire has developed over 100 STCs for the modification of aircraft, including float installations, engine and propeller upgrades, gross weight increases, instrument panel and Cessna 206 right-hand-door installations.

The post Wipaire Obtains FAA Approval for Yukon Prop STC appeared first on FLYING Magazine.

That’s because both precipitation and smoke are a possibility during the airshow (July 22-28), according to Scott Dennstaedt, author of the EZWxBrief and a FLYING contributor.

• READ MORE: FLYING Unveils ‘Oshkosh Live’ Video Programming Lineup

For starters, the wildfires in Canada and to the west may result in some smoky skies, Dennstaedt said. This was a factor last year, resulting in thick haze, poor visibility, and blood-red sunrises and sunsets. Photographs taken in the early morning hours had a sepia-tone look to them—a bonus if you are taking pictures of vintage aircraft.

In a forecast released Thursday, Dennstaedt predicted AirVenture attendees may smell the smoke earlier in the day but by later afternoon could expect some convective activity that should clear away the smoke due to the unstable atmosphere and ground heating up.

Dennstaedt presents an entertaining and educational look at the factors impacting aviators who are trying to get to the event as well as what to expect when they get there. The data is derived from atmospheric tools used by the National Oceanic Atmospheric Administration (NOAA).

EZWxBrief AirVenture Weather Roundup

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This is the 100th installment of The New Owner, and I suppose it’s only natural that the milestone is occurring amid a maniacal blend of emotions swirling around said ownership.

On one hand, EAA AirVenture in Oshkosh, Wisconsin, is next week (July 22-28), so there’s massive excitement for epic times just ahead. On the other hand, some maintenance issues have arisen over the past couple of weeks that create severe trepidation and directly threaten those amazing times.

It’s a perfect representation of aircraft ownership as a whole. Amazing experiences put at risk of derailment from unforeseen circumstances, fighting back and forth like so many Hollywood heroes and villains. But instead of the villains threatening the powers of good with swords, guns, and death rays, the threats come in the form of grounded airplanes and massive repair bills.

Frankly, I’d prefer to take my chances with the guns and death rays.

• READ MORE: Airplane Types Unlock AirVenture Locations for Parking, Camping

The first sign that something was amiss came several days ago in the form of engine oil. More specifically, a few extra drops on the hangar floor, slightly higher consumption than normal, and a new sheen collecting on the bottom of the engine. It wasn’t that my Continental engine was leaking oil. That’s pretty typical for most old Continentals. It was that mine was quite suddenly leaking in new places, at higher volumes, much differently than normal.

At any other time of year, it would be a simple matter of postponing future flights and booking some time with my mechanic. But this was Oshkosh month, a time when the severity of any mechanical problems increases exponentially as the date of the magnificent fly-in nears. And being that the big event was only a couple of weeks away at this point, panic quickly set in.

I immediately texted my mechanic, Ryan. He’s a great guy who embodies rural Wisconsin friendliness and honesty. He’s the kind of person who will bend over backward to help you and happily provide educational lessons about the tasks he’s performing along the way. He and his brother own and operate Johnson Brothers Flying Service in Lone Rock, Wisconsin, about 40 miles west of Madison.

While I was waiting for his reply, I examined my engine. I couldn’t quite pinpoint the source of the oil, but I suspected my Continental C-145 was experiencing weepy pushrod seals. This is a known issue with the type, as well as with the later version, the O-300.

I’ve always been amused at the engine’s midproduction name change from C-145 to O-300. Continental evidently figured that referring to the engine by the displacement (300 cubic inches) made it sound more powerful and impressive than referring to it by the 145 hp it produces. Marketing 101, I suppose.

Ryan replied that he would try to make it out sometime during the week before my departure to Oshkosh. But because he was so busy, he couldn’t guarantee it. I’d just have to wait and hope. In the meantime, I opted to remove my upper and lower cowls for a closer inspection.

To someone like me with close to zero mechanical aptitude, dismantling your airplane’s upper and lower cowls to reveal an entirely naked engine is simultaneously empowering and intimidating.

In one respect, it makes you feel like you know what you’re doing. Anyone walking past the open hangar door would naturally assume you possess some rudimentary level of knowledge and proficiency. But in another respect, you’re pretty sure you’re fooling nobody.

For the purposes of an engine inspection, however, it worked out just fine, and I was able to trace the leak to the oil temperature probe on the back of the engine accessory case. I forwarded this intel to Ryan.

The next afternoon, I received a text from him. Unbeknownst to me, he made it out to my plane and addressed the leak. I was ecstatic and headed right out to the airport for a shakedown flight prior to my trip up to Oshkosh.

Sure enough, the oil leak appeared to be taken care of. I preflighted the airplane, pulled it out of the hangar, and hopped in—only to discover that the throttle was inexplicably encountering some kind of blockage halfway into its travel.

Thinking that a running engine might somehow solve the problem, I started it up but found that nothing had changed. The throttle knob would only advance about halfway to full throttle before encountering a hard stop.

Now, things were getting serious. It was a Friday evening, less than a week before my planned departure to Oshkosh. Ryan was busy and wouldn’t be able to chat until Sunday or Monday. Desperate not to miss the big event, I gave my friend Dan a call.

“Hey, man, have you sold your Ercoupe yet?” Dan replied that he had not. “And you’re not going to make it to Oshkosh this year, right?” “That’s right,” he replied. “We’ll be in Michigan all week.”

• READ MORE: Flying In to AirVenture: A Carefully Orchestrated Cacophony of Chaos

He knew I was angling for something, so I explained.

“I’m dealing with some mechanical issues on the 170, and I’m not sure if it’ll be fixed in time for Oshkosh,” I said. “If it’s not, how about I take the Ercoupe up and hang some of those big ‘for-sale’ signs on the prop so a half million people see it?”

After considering this for a moment, Dan agreed that it would be a win-win sort of situation.

With a backup plan firmly in place, Saturday came and went. On Sunday morning, I received a text from Ryan. He was available to zip out to the hangar and have a look at my throttle issue.

The fix took him all of about five minutes. He explained that he must have inadvertently dislodged part of the throttle cable while inspecting something else during the oil leak work. He assured me it wasn’t likely to occur again and said he’d be entirely comfortable flying it. He also said that because it was his fault, he wouldn’t be charging me for the trip out. I gave him a 100-dollar bill anyway to show my appreciation.

At the time of this writing, I have just about everything packed up. My tent, sleeping bag, cooler, chairs, underwing party lights, and coffee supplies are ready to go. This afternoon, I’ll fly a shakedown flight to check for any errant oil leaks and confirm all is in order. With any luck, I’ll be flying my own plane up to Oshkosh tomorrow and, much as I sincerely appreciate Dan’s offer, hopefully not an Ercoupe.

If you wonderful readers will also be at Oshkosh next week, please come find me. I plan to be somewhere around Row No. 67, right up on the airshow crowd line. I’d like to thank you in person for your readership and support over the past few years and give you a sticker or two.

Just look for the blue 170 with Alaskan Bushwheel tires. Or, depending on how things go, a classy little Ercoupe.

The post When Unforeseen Circumstances Threaten to Derail Amazing Experiences appeared first on FLYING Magazine.