OshKosh Reports

2026

Keith and Debbie's Report:

Scheme Designers was showing a new service where you can select from a number of products to purchase with your airplane picture on them. This is a nice extra touch to go with your custom paint scheme, and they were getting a lot of interest. https://schemedesigners.com/

Hartwig, makers of Monarch fuel caps, says they are still working through their backlog as parts become available. They say that if you're waiting you can call for an update on delivery timing. https://monarchcaps.com/

Mountain High Oxygen was showing a series of devices for handling oxygen for pilots, including on-demand systems for one or two people. These systems greatly extend the period of time a bottle of O2 will last. They are also releasing some retrofit valves which replace old OEM valves on remote tanks. They use mostly medical grade fittings, available at more accessible pricing than aviation fittings. https://www.mhoxygen.com/

9er systems was offering a headset to computer interface for flight sims, but on a side table they had a prototype plastic soldering aid for helping to solder microphone and headset connectors. It was pretty cute, held the female connector firmly and had channels for the wires to be connected to the solder tabs. They also have a headset jack which terminates into a DB9 connector, handy for building up headset wiring. https://9ersystems.com/

Alpha Aviation is selling jack stands, along with seat belt system upgrades such as inertial belt reels and bent extensions. Alphaaviation.com

Univar reports that they no longer have Cardinal spinners or backplates, if they ever did. There had been reports of these being available from them in the past, but no longer.

Aero Tech Aviation Design has developed a spinner / backplate setup for Cardinals, needing just enough interest to move forward with certification. https://atadllc.com/ for more info.

Aveo shared news of their recent certification approval for their fancy lighted wingtips, and explained how to get them properly approved and signed off in the USA. They also explained how an unusual wing installed in a '76 RG led them to build the thin wing Cardinal tip first. The later model wing shape is under development and should be available soon. https://aveoengineering.com/

Powerflow hit their target sales for the maximum discount at Oshkosh, and are still building systems which reduce our exhaust restriction and increase power and/or efficiency. https://www.powerflowsystems.com/

Plane Plastics was at the show with a new booth location and a new General Manager. They reported working on an updated and much improved website, so stay tuned for improvements in this important area! https://vantageassoc.com/airplane.html

Generation Global had a booth inside the building this year and reported not only good traffic but an impressive number of sales of complete interiors. They are covering the tariffs, so there's no reason not to consider them for a better than normal interior option. They offer a custom interior design at a mass market price with self-installation as an option. https://www.generation-global.com/

Many of us have a front seat center console from Air Boss, however that company has now gone out of business. A very similar system is now being offered by AircraftConsoles.com. They appear to be well built and use RAM mounts rather than the aluminum rails of the older system. https://aircraftconsoles.com/

Concord reports that batteries are in good supply, but take some time to build. So they recommend you work with a supplier who has an order schedule to keep their supply moving. They are looking at perhaps building lithium batteries but there are some technical challenges to doing it right. https://concordebattery.com/

CFO Sponsor Aero Mach Wilco is still the best provider for Concord, LP Aero plexiglas and Whelen lighting systems, as well as many other parts and brands. https://www.wilcoaircraftparts.com/

The people behind SureFly announced their new ignition lead product for Slick magnetos. They ship with magneto end terminations and long enough wires to allow you to route as needed to keep things tidy, then crimp on the terminations. They have all termination types available. Currently experimental only, but they are working on Certified. https://www.apex-aero.net/

The same folks are working toward launching two new companies to build light weight high torque starters and alternators. The companies are both tentatively named with a variation of Apex, something like Torqtex and AmpTex. More to come here.

Wentworth Salvage has Cardinal parts, engines and avionics, making them a good first call for your salvage needs. https://www.wentworthaircraft.com/

Method Seven is a lens company that offers a glare reduction coating that we have found to be very effective for tired and stressed eyes. They have glasses for pilots, hikers and interestingly for people in grow rooms with various light technologies. ( https://methodseven.com/

Electroair Electronics was showing their individual and dual electronic magneto systems, the best and only option for D mag owners seeking electronic ignition. https://www.electroair.net/

South Seas Ventures has been sold to McFarlane Aviation, but is still working on our drag link bolts and main gear rod end projects. They also hope to take a shot at tail tiedown rings, although prioritizing products is a little harder now. https://www.mcfarlaneaviation.com/articles/expansion-of-beechcraft-parts/

We're looking forward to Sun 'n Fun 2027!
Keith and Debbie Peterson

Paul's Report:

Dennis Wolter’s AirMod at Sporty’s airport in Batavia OH has been shutdown by OSHA, Dennis reports, owing to employee exposure to superglue fumes. Dennis is 83 and would like to sell the business and the hangar he owns, but no takers so far.

Marcel Bernard, FAA aviation safety inspector, was involved in the MOSAIC decision to set stall speed at 59 knots. The FAA now requires standards to be performance driven rather than attribute driven… The intent was to limit sport pilots to less challenging aircraft, e.g. Cessna singles, not the Cirrus. (?) The target was 2700 pound gross weight, and analysis of 200 aircraft types led them to select 59 knots. That includes 3100 # 182s, and admittedly the ’76 and later 177RG POH with the forward CG stall info excludes those aircraft, nonsensically… “but there will always be boundary issues” he says.

Aveo’s wingtips STC was approved last month! The fit has been a problem. Turns out their exemplar aircraft which they believed to be a compliant ’76 year model actually had ‘68/’69 wings installed… the wing profile has since been corrected, which doesn’t affect the STC approval per Rick Lindstrom. Now in Building C, NE corner.

AirTex has some competition. Generation-Global is here, advertising premium aircraft interior kits prepared with computer automation. NZ based. Building A

The SureFly.aero folks have launched a new subsidiary, Apex. Their first certified product is field repairable/modifiable ignition harnesses of the Slick/SureFly style with a variety of enhancements. They’re also showing off their SkyTec clone Cardinal-happy starter and PlanePower clone replacement alternator: no fussy brackets required, 80 amps 12 volt or 24 volt. Certification program under preparation. Hartzell competition is a good thing.

Drybot is showing off their desiccant based engine dehydrator, with some automation features. RPX Tech Building A

Skyhound offers a bright, yoke mount traffic/navigation display with built-in ADS-B receiver. Hound Avionics Building A

Edgy stuff:

Airhart software controlled avionics – similar in concept to the Dynon cockpit, but more modern, with AI features. $49,000 for full panel suite including autopilot, SMOC (certification). Tent east of the control tower. Airhart Aeronautics

Aero Endeavors, of Hayden Idaho has an integrated engine management system for the Lycoming… electronic ignition, high pressure fuel rail modulated fuel injection, electronic ignition, knock sensing, turbo wastegate electronic control (pneumatic or e-positioner). Variable timing, modulated by knock and by individual cylinders on high CHT. $14,000. Light Sport tents just east of the forums area. www.aeroendeavor.com

Airventure Day 1 Unleaded Avgas

Monday was a bit of an unleaded avgas triathlon… three 3 hours and 45 minutes of presentations back to back to back, from 10AM to 2:15. Whew. Mike Luvara, the pilot at Reid-Hillview who has been ad hoc testing unleaded fuels; the joint FAA/industry EAGLE (Eliminate Aviation Gasoline Lead Emissions) presentation on status/progress; and Swift Fuels’ rapid-fire update that had the atmosphere of a revival, leading some to inspect the area for discarded crutches and wheelchairs after the presentation.

Two surprising developments:

First, GAMI has initiated the ASTM specification publication process to parallel their proprietary company specification. George Braly reported encountering some hostility at the ASTM meeting in Houston last month when he appeared to initiate the process. GAMI intends to rely on the research reports they prepared for the FAA during the STC process. The ASTM D02 committee has launched a task force to review GAMI’s request for a production specification.

Second, Swift has contracted with PAFI, the FAA’s Piston Aviation Fuel Initiative that is currently reviewing the Lyondell/VP-Racing fuel for adoption. PAFI through the FAA’s Atlantic City test center will do detonation screening of Swift’s 100R fuel on seven different engine types, the higher performance, higher compression engines that Swift has not yet tested. It seems odd to some observers that Swift began testing of their fuel on low performance, undemanding engines. This is non-intuitive from an engineering perspective. But at least one participant at Swift’s Oshkosh presentation suggested that their doing the easy engines first approach might make more sense in appeasing their venture capital partners. Certainly, gaining approvals this way eases Swift’s rollout of their 100R fuel to replace 94UL in their nascent distribution network, an effort currently in process.

Monday’s first presentation was Mike Luvara, the pilot, engineer, A&P at Reid-Hillview who has been doing his own unleaded avgas materials compatibility demonstrations. Mike is careful to disclaim that his work isn’t well controlled, the temperature in his hangar varies for instance, but meant as conceptual to highlight concerns. He’s prepared a series of ten YouTube videos describing his observations. Swift and Lyondell have been cooperating with Mike by providing him their fuels to comparatively test to GAMI’s and 100LL. Note: given the para-scientific nature, Mike hasn’t had Swift’s or Lyondell’s provided samples analyzed to assure they match the patents/specifications for those fuels.

Mike’s work raises questions about whether GAMI’s fuel is suitable for all materials. Mike has a results matrix, and he makes some subjective judgements about what good looks like without having a validation basis available.

Second was EAGLE, led by the president of NATA (the FBO trade group) and an FAA assistant administrator. The presenters underscored that they want a safe transition, and delivered a mixed message on the transition being market driven, but yet the FAA intended to intervene to address issues such as fungibility (interoperability) of the various unleaded avgas contenders. EAGLE’s primary aim is to publish a transition plan in the next few months, and then enter a process to update and republish the plan, plus FAQs, and a summary of comments made about the draft plan (comment period closed in March). An interesting term of art has been added to this discussion… EAGLE wants to present information “to give aircraft owners time to complete their preparations” for the unleaded fuels. This is a departure from earlier long-standing language about drop-in replacements a term not heard this year at all. Preparations of course could range from replacing a few o-rings or hoses to changing timing or (Lyondell) compression ratio of the engine. EAGLE does not have the FAA approval of these modifications in their scope.

Third was Swift, with a high energy presentation by their president Chris D’Acosta, which included testimonials in person and by phone by happy users of 94UL. At least twice Chris disclaimed lying to the public, which was perhaps not the most positive way to present his message. Swift plans to roll out 100R in the next couple months to their 94UL sales locations, as the 100R approvals now overlap all or nearly all their 94UL approvals. Chris shared a notional approval schedule over the next two years of higher and higher performance engines. Concerningly, even in the most optimistic projection, Chris showed approval of only 95% of the fleet. If things don’t go as well, that percentage could be significantly poorer. Review of their fuel from first principles of gasoline blending raises concerns about how well the high-testing will progress. Time will tell.

Thursday July 23rd, FAA Deputy Administrator Chris Rocheleau announced that the unleaded transition roadmap would be revised in August because industry and government will miss the 2030 congressional deadline for transition to 100UL. Of course, part of industry (and the FAA) have already approved GAMI’s fuel… but the FAA’s fair-haired candidate, Lyondell/VP-Racing’s 100E, has not proved as capable as they’d hoped. A few months ago, the FAA told GAMI they were holding back the rotorcraft airframe approval for GAMI’s fuel “to allow the FAA and industry (Lyondell) time to catch up.” It’s not clear why this favoritism is a legitimate governmental goal or aim. The FAA plans to work with Congress to extend the January 1, 2030 100LL phase-out date; however, the existing legislation requires FBOs to offer 100LL unless an approved unleaded fuel “that meets the needs of all or nearly all” aircraft is available. GAMI points out that Congressional precedent is that “nearly all” means over 85%… and at 97% to 98% coverage (absent the rotorcraft airframe paperwork the FAA is sitting on) GAMI’s fuel meets that test, ostensibly allowing FBO’s offering GAMI’s fuel to discontinue 100LL. If the FAA continues to be obstinate, involvement of FAA general counsel and potentially litigation could ensue. Note that the majority rotorcraft maker, Robinson, issued a position paper that they provided the FAA showing that GAMI’s fuel meets the rotorcraft airframe certification standard. This is the approval the FAA began to issue, then recanted.

This raises the issue of the earlier reported plans of Innospec to cease TEL (gasoline lead additive) manufacturing in the 2028/29 time frame. Innospec could of course modify their plan, at some cost. Or, they could take the FAA’s revised date (however dubious) as the new target, and manufacture adequate TEL supply to last the industry through that revised date. Of course, once the TEL plant is decommissioned, further diddling of the leaded avgas phase-out date might not be possible to accommodate with additional lead supplies.

Unleaded Avgas: a couple of surprises.

GAMI is seeking an ASTM production specification, based on their FAA accepted data. Should be an interesting tussle in committee. Swift has contracted with PAFI to do their high-performance engine testing at the FAA’s tech center in Atlantic City.

Other avgas news:

GAMI continues to work materials compatibility issues, with an eye to potentially updating their materials upgrade recommendations.

Swift continues to add engines from the low performance end upwards. This is odd from an engineering perspective, but fits their gradual fuel sale model build out… and demonstrates ongoing progress to their VC masters. Swift says existing 94UL sites will transition to 100R over the next two to three months.

Even Swift’s “ideal” compatibility chart shows it leaving 5% or 12,000 airplanes on the ground. But third-party testing makes the ideal appear very optimistic.

Lyondell/VP-Racing’s fuel is of similar composition, with a similar aircraft-left-behind ratio. Lyondell says timing adjustments or compression ratio changes (!) will allow the left-behind to use the fuel, but there’s many obstacles there.

FAA has abandoned drop-in fuel language, and instead says their transition plan needs to get out there early “so aircraft owners can prepare” which includes obtaining FAA certification for any necessary mods… FAA certifications are running extremely slowly since last year’s FAA reorganization.

The FAA announced that they won’t be able to meet the 2030 deadline with their preferred PAFI fuel.

numbers, however flawed the technique might be, are what they are. But then, he added interpretive commentary which appears to be subjective.

FAA and AOPA both weaseled around “marketplace will decide on unleaded” and “we need to converge on one fuel.” They need to be clearer on their intent, once they know it.

FAA also seemed to describe a rich-against-poor scenario… 80% of owners might be served by ether fuels with no presently-known preparation required, against everyone replacing wetted components over time to allow all 100% of aircraft to function.

Lycoming showed some lack of understanding of test cell results, allege all their engines will be fine; those are facts not in evidence.

FAA and Swift both disavowed that the TEL supply is going away… addressing my article without addressing me. I stand by my sources.

Patrick Ealy from UND, a 38-year-old grad student, suggests the lead exposure data is demonstrably overly pessimistic. By his analysis, less than 5% of lead comes from avgas, instead of the EPA figure of 66%. He instead proposes an electrostatic lead capture widget inside the aircraft muffler, to be R&R at each oil change, with the 2 pounds of lead snagged since the last oil change. He doesn’t have a working example, just a concept. Makes for a nice master’s thesis, perhaps, but otherwise too little too late, maybe. Also not clear why anyone would comply with replacing the lead capture widget, since roadside inspections seem unlikely.