Two flight instructors, Samantha Bowyer and James “Steve” Rutland, were recognized by the National Association of Flight Instructors (NAFI) for their contributions to aviation education. The awards were presented during the annual NAFI breakfast at Oshkosh.

Jack J. Eggspuehler Award

Bowyer, an assistant professor at Embry-Riddle Aeronautical University, was named as the winner of the Jack J. Eggspuehler Award for her role in organizing and executing the first NAFI Summit in Lakeland, Florida, in October 2023.

• READ MORE: NAFI Unveils Newest Flight Instructor Hall of Fame Inductees

Bowyer holds degrees in business and project management and was instrumental in organizing the inaugural event.

Eggspuehler was the founder of NAFI and led the organization for some 30 years. The award that carries his name is the association’s highest honor. Bestowed by the board of directors, it recognizes the member, organization, or industry leader that has gone above and beyond in service to NAFI for the benefits of its members.

Greg J. Laslo Excellence in Writing Award

Rutland, a lifelong fixed- and rotor-wing instructor and author, received the 2024 Laslo award for his contributions to NAFI publications, including its Mentor magazine.

Rutland’s career spans military and civilian aviation. He holds instructor certificates for both fixed-wing and rotor-wing flying and has logged approximately 18,000 hours dual given. His writing contributions to NAFI’s Mentor are seen on a monthly basis.

• READ MORE: King Schools, NAFI Team Up to Offer CFI Training Scholarship

“Steve is one of the most impressive individuals I have ever met,” said Beth Stanton, NAFI’s director of publications and editor in chief of Mentor. “Steve shares his vast experience and knowledge in multiple ways—in the cockpit, classroom, flight simulator, and in writing.”

About NAFI

The National Association of Flight Instructors was created more than 50 years ago to raise and maintain the professional standards of aviation educators. The organization has more than 8,000 members made up of aviation training professionals who abide by a code of ethics.

The organization reaches the aviation community through its monthly magazine, weekly newsletters, podcasts, and MentorLIVE streamed events.

For more information: nafinet.org.

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Redbird director of STEM education Greg Roark wants to get students thinking about what they want to do after high school—the earlier, the better. For kids interested in aviation, the future career options are vast, including everything from aircraft maintenance and air traffic control to flying 

When school districts partner with Redbird, its students have the opportunity to explore  these options and more. The company offers simulation options ranging from desktop products to FAA-approved flight training devices (FTDs), colloquially known as simulators. 

“[Schools] can do everything from experiential types of things through aviation with our simulators all the way up to producing pilots with various levels of certification,” Roark said.

With the help of Redbird, high school students can gain relevant, real-world experience and have the opportunity to achieve industry certifications from the FAA before graduation. This provides them with a wealth of knowledge when they finally take to the skies.

“When they get on the flight deck, they’ve already been there,” Roark said.

Roark, a former classroom teacher, is still motivated by helping kids learn and watching them develop a growing passion for aviation. Now he impacts classrooms across the entire country. 

“I was a classroom teacher for a long time before I came to Redbird,” Roark said. “Many times, we sort of forget how kids learn. When you create opportunities for them and let them show you what is possible, it’s humbling.”

Roark has experienced that humbling sensation with multiple kids, including past students who have gone on to pursue full-time careers in aviation. 

“You have these people that come into your classroom and you know instantly that there is something special,” Roark said.

As Roark works to make simulation-fueled education accessible to more kids in more places, he urges educators and other school leaders to consider how they can best serve the students in their schools—whether that means bringing aviation education to elementary students or building full scale high school programs. 

“It is all about what is right for your school, your stakeholders and your communities,” Roark said. “What does success look like for you, for your students?”

Once a school district decides to integrate simulation into their aeronautics programs, it often becomes a question of how. Funds are not always readily available, but Roark encourages school leaders to explore potential grants. He also urges school districts to consider local fundraising as a viable option.

Ultimately, he is dedicated to helping schools and parents find ways to engage children in the future of aviation.

“We will find a pathway,” Roark said.

School districts and parents interested in learning more about aviation education options can contact Roark at groark@redbirdflight.com.

BROUGHT TO YOU BY Redbird Flight Simulations

Click here to learn more about Redbird Flight Simulations.

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Flight training standout Redbird Flight Simulations announced its newest training offering—a mixed reality simulator—at EAA AirVenture Oshkosh 2024. The product utilizes innovative technology to create a truly modern training option in a format that is already somewhat familiar to people with virtual reality experience. 

The new training device will make it possible for current and future pilots to experience a livestream version of what is happening outside the cockpit of an aircraft, while still being able to see their own hands manipulating the training device when looking down. 

During AirVenture Redbird Flight Simulations CEO Todd Willinger and vice president of marketing Josh Harnagel talked about the new product, which is slated to be commercially available by the end of the year.

“It is like virtual reality and augmented reality had a baby, and now it’s mixed reality,” Willinger said.

Schools across the nation are taking an increased interest in preparing students for futures in flying, and Redbird has a growing presence in the K-12 school environment, including career technical education.

“High schools are starting to invest in flight simulation to build the pilot pipeline,” Willinger said.

Many children have experience with virtual technology through video games, making the new mixed reality simulator a natural and attractive training tool for learning. 

“Kids are using these devices at home, so it becomes a natural expansion into the training environment,” Willinger said. 

Redbird hosted a Sim Lab for middle and high school students attending AirVenture. The company offered daily classes covering a wide range of aviation topics—from aerodynamics to weather. The demand for this type of offering further illustrates the next generation’s growing interest in flying. 

“Education is really important and we want to get people interested in aviation as early as possible,” Willinger said. 

Beyond educating tomorrow’s pilots, Redbird’s new mixed reality device offers a wealth of benefits for those already in the field. For many adults, however, the technology behind this new way of learning is more foreign. 

“It will be interesting to see what sort of adoption occurs in the traditional flight training environment,” Willinger said. 

Many organizations—including the U.S. military and commercial airlines—have already started to incorporate mixed reality into the training protocols. This early adoption points to a continuously growing demand for mixed reality flight training options across all different pilot demographics.

Redbird has been on the cutting edge of simulation technology since its inception in 2006. This is largely because the company was created by flying enthusiasts with a passion for making aviation more accessible via modern technology.

“Those of us that started the company didn’t have a background in aviation business, and I think that helped us,” Willinger said. “We looked at things differently than a traditional aviation would have.

Redbird leadership’s nontraditional viewpoints have helped the company stay dedicated to their mission and continue innovating for almost 20 years. 

Click here to learn more about how Redbird is working to make flying more accessible.

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AVweb editor-in-chief Russ Niles had the pleasure of joining Goulian at EAA AirVenture in Oshkosh, Wisconsin, to delve into the details of airshow circuit life. 

According to Goulian, he’s often asked why he still performs dangerous stunts after nearly three decades of aerobatics.

“The biggest thing for an airshow pilot is that every day is different—the weather conditions, the wind, our fitness, the airplane, the terrain, the airport,” Goulian said. “Every time you take to the air to do an airshow, it’s a huge challenge, so you never get bored of it. At Oshkosh, you’re here with thousands of your closest friends who are all watching you fly, and you have to bring your ‘A’ game. That keeps it exciting.” 

As aviation technology has improved, aerobatics and competitive flying have also reached higher limits and become more dynamic. Composite propellers, carbon fiber frames, and other advancements in material and equipment production have expanded on what aerobatic pilots can accomplish.

“It’s hard to overstate how much better maneuverability is than it was just 20 years ago,” Goulian said. 

Similarly, the airshows themselves are more in depth.

“A few decades ago, pilots would fly on their own,” he said. “Today, we all have coaches. We have teams watching and guiding from the ground. We have telemetry in our aircraft. These improvements to technology and process mean that airshows like EAA AirVenture have much higher production quality.” 

Each year, a host of pilots and teams like Goulian’s travel across the country to perform at a variety of locations. The airshow circuit in North America follows the weather, typically starting in Florida, moving up the East Coast, winding through the Midwest and down to Texas, hitting sunny California in the fall, and finally returning to Florida again at the end of the year. 

Goulian flies roughly 18 shows each year, between smaller community events and larger-scale industry events.

“We have a tractor trailer that does about 50,000 miles a year,” he said. “The airplane does about 200 hours per year cross-country, and we have a whole team. It’s really a big circus on the road and in the air.”

One of the highlights of the aerobatics for Goulian and his family is the close-knit community that has developed around the airshow circuit.

“Your heroes become your friends,” he said. “I have friends all over the country, and because I was in the Red Bull Air Race, all over the world. We travel with the [Air Force] Thunderbirds, the [Navy] Blue Angels, [aerobatic pilots] Rob Holland, Kevin Coleman, Kyle Franklin, and Matt Younkin. We’re all like a big family.”

AirVenture, arranged annually by the Experimental Aircraft Association, is the biggest aviation event on the calendar, with nearly 700,000 attendees and more than 10,000 participating aircraft. For Goulian and other aerobatic pilots, Oshkosh is a special place.

“For me, the thrill of Oshkosh is all the [aerobatic pilots] who went before me—Charlie Hillard, Tom Poberezny, Gene Soucy, the French Connection,” he said. “You’re flying in front of a group of educated, amazing people who love aviation just like we do, and you’re on the same stage that the greats have been.” 

In his own small way, Goulian wants to contribute to the legacy and history of EAA and AirVenture. 

Goulian was raised in the aviation world his entire life, originally working in the flight school business with his parents. After making his own name in the competitive and airshow scenes, he returned to his roots and started Mike Goulian Aviation at two locations in Massachusetts (Bedford and Plymouth), with his wife. Now, in addition to the airshow circuit, Goulian runs two Cirrus Training Centers. 

“We’re training people in upset recovery and aerobatics, as well as grass airport and back country flying, so we’re trying to make complete pilots with a range of skills,” Goulian said. 

Thankfully, advances in training and technology have made it much safer for student pilots to learn their limits.

“I remember at flight school in the ’80s, you have a gyro with a vacuum pump and you’re worried about the clouds, but not as much today,” Goulian said. 

With the technology moving as fast as it has, the complex airspace learning environment has become simpler for many pilots, aided by simulation training, solid state instruments, and more redundancies than ever.

“All I really hope is that the tech will continue to make it easier and more fun so more people can get into flying,” Goulian said. 

BROUGHT TO YOU BY Whelen Aerospace Technologies

Click here to learn more about Whelen Aerospace Technologies. 

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From single-engine planes to airliners, the constant hum of engines, hydraulic motors, landing gear machinery, and aeolian noise (wind noise) can be deafening at the best of times. 

Heider Lazzarini, president of Lightspeed Aviation, sat down with AVweb editor-in-chief Russ Niles at EAA AirVenture in Oshkosh, Wisconsin, to discuss the innovations that make the Delta Zulu ANR Headset the latest in a long line of top-quality products. 

As the leading name for active noise reduction (ANR) technology, Lightspeed has spent decades perfecting the formula.

“In simple terms, external noise is counterbalanced by what a processor inside the headset is reading,” Lazzarini said. “Effectively, our ANR takes all the sound waves and blocks them out, and what comes through is what you want to hear—sounds in the range of human voice and even electronic equipment. It keeps the unwanted noises out of the equation and lets the wanted noises into your headset.”

For nearly two decades, Lightspeed has continued to improve and refine its ANR headsets, staying at the forefront of a competitive segment.

“At the core of how we operate is talking to pilots and having hundreds of conversations with users about what’s meaningful and what they need,” Lazzarini said. “We want to hear about their passion and how to translate that into superior products.”

In September 2022, Lightspeed unveiled its most advanced product to date, the Delta Zulu.  With the most refined ANR implementation available, the Delta Zulu offers not only quality but also innovative safety features that keep raising the bar.  

The built-in Kanari smart alert delivers audible warnings to the user automatically if cabin carbon monoxide levels rise, making CO detector strips less of a worry. 

“It’s something you don’t want to think about often, but Delta Zulu takes the complexity out of the way by offering a direct alert for carbon monoxide levels,” Lazzarini said.  

According to Lazzarini, Lightspeed’s other exclusive, proprietary innovation comes in the form of HearingEQity.

“It acts as a built-in hearing aid, and it further maximizes the advantages of ANR technology to make ATC calls and copilot communication crystal clear,” he said.

With this patented system, pilots create a unique hearing profile through an automated 12-frequency test that adjusts sound quality based on each individual’s hearing. 

The Lightspeed Delta Zulu is also the first headset to adopt the ultra accessing connector (UAC) plug, allowing users to connect to other devices directly to the headset for charging, data communications, and auxiliary audio.

With the growing popularity of helmets, Lightspeed also offers a modification kit that allows users to fit Delta Zulu headset cups into a variety of helmets.

“Our H-mod headset cups can be retrofitted through our network of installation partners worldwide,” Lazarrini said. “You can have Lightspeed quality in the helmets you want to use. This is the only premium ANR and audio solution specifically engineered for helmets.”

Regarding the future, Lazarrini said that the Lightspeed team will continue to listen to end users about the features and design of its products. The company is proud to offer the leading headsets on the market.

“I’m biased, but our headsets are the most comfortable in the world, because we always work with pilots to test the design,” he said. “Try on all our competitors and see for yourself.”  

Quality ANR headsets have been proven to make pilots safer and protect their hearing, particularly at low frequencies. With its line of industry-leading equipment, Lightspeed Aviation continues to pursue safety and comfort for pilots and passengers. 

“It’s a whole different reality now with technologies that are accessible to everyone,” said Lazzarini. “ANR was developed in the last 20 years, and it’s only improving. It makes pilots a lot safer and makes ATC calls much clearer. That’s the center of our mission—saving and protecting lives.” 

BROUGHT TO YOU BY Lightspeed Aviation

Click here to learn more about Lightspeed Aviation. 

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The accident happened on July 29, 2023, when both aircraft were operating in the EAA’s “Fun Fly Zone,” (FFZ), which consists of a grass runway in the ultralight display area of the EAA AirVenture show grounds at Wittman Field (KOSH) in Oshkosh, Wisconsin. In the area were ultralights, light planes, powered parachutes and trikes, hot-air balloons, homebuilt rotorcraft, and light sport aircraft (LSA).

• NTSB: Rule Violation Contributed to Fatal Midair Collision at EAA AirVenture

The FFZ was created by the EAA within the Class D airspace that is KOSH, beginning at the surface and extending to 2,500 feet agl. 

The accident involved a collision between a Rotorway 162F helicopter and an ELA Eclipse 10 gyrocopter. The gyrocopter was in the traffic pattern and made a 360-degree turn, colliding with the left side of the helicopter as it was on the base leg for landing. The pilots participating in the FFZ are required to be briefed by the FFZ officials on the rules and procedures for operating in the FFZ. One of those rules is that no 360-degree turns are permitted in the pattern.

• READ MORE: EAA Adopts New Procedures in Wake of AirVenture NTSB Crash Report

According to the final report on the accident published by the National Transportation Safety Board (NTSB) on May 16, the probable cause of the accident was “the failure of the gyroplane pilot to see and avoid the helicopter while maneuvering in the traffic pattern. Contributing to the accident was the gyroplane pilot’s performance of a prohibited maneuver in the traffic pattern.”

The complaint was filed by Milwaukee-based firm Cannon & Dunphy S.C., which is representing Margaret Peterson, wife of helicopter pilot Mark Peterson, and Patricia Volz, wife of Thomas Volz, who was a passenger on the helicopter. The pair were on a demo flight at the time of the accident.

According to the complaint,  the EAA “did not have an FAA waiver, letter or authorization of memorandum of understanding to alter the flight rules affecting Class D airports.”

• READ MORE: 4 Killed in 2 Separate Oshkosh Crashes Identified

“The FAA purported to waive some of the requirements for Ultralight and Homebuilt Rotorcraft to arrive and depart from the Ultralight/Homebuilt Rotorcraft field in a NOTAM (a notice containing specific information),” the complaint read. “Specifically, the FAA authorized an arrival and departure procedure to be used during AirVenture 2023 but did not authorize any continuing operations for the Ultralight/Homebuilt Rotorcraft field.”

It was noted that pilots wishing to operate in the FFZ were required to attend a daily preflight briefing in which they would learn about flight rules and procedures they were required to follow. 

The complaint alleges that gyrocopter pilot Eric Bruce made several illegal 360-degree turns despite being repeatedly warned not to by EAA officials and per the complaint by other pilots participating in the FFZ, and yet the EAA continued to allow him to fly.

According to the complaint, “defendant Bruce elected to fly in EAA’s FFZ on Thursday, July 27, 2023, Friday, July 28, 2023, and Saturday, July 29, 2023, and attended a daily briefing on each of those days before flying, signed the attendance sheets, and received a wrist band confirming he had attended the briefings before flying.”

Per the EAA rules for the FFZ, if a pilot observed another aircraft getting too close, they were to do a “go around” and leave the pattern then reenter to fly the pattern to return for landing. The pattern was kept at 300 feet to keep the smaller, slower aircraft away from the larger and faster airplanes using Runway 27.

Video of the accident shows both aircraft at an altitude of approximately 300 feet when they collided.

The helicopter flown by Peterson hit the ground inverted and caught fire. The gyrocopter also came down hard and Bruce and his passenger were seriously injured.

The complaint suggests “the EAA cannot by law arrogate to itself the power to establish a separate ‘airport within an airport,’ and the rules were not and could not be made mandatory by the EAA without authority from the FAA, which was never granted.” However, according to the lawsuit, these rules were discussed at a daily pilot briefing which pilots who desired to use the EAA FFZ during the specified times were required to attend.

The complaint suggested that in addition to failing to get proper clearance and approval from the FAA, the EAA failed to properly and sufficiently enforce its flight safety rules and to provide proper and sufficient air traffic control during the event to instruct pilots who may deviate from the rules to immediately cease and desist, and despite knowing that Bruce had violated the rule by performing a 360-degree turn, allowed him to continue to fly. 

“EAA’s negligence, as alleged, was a cause of the subsequent midair collision on June 29, 2023 between Bruce’s gyrocopter and Mark’s helicopter, which resulted in the deaths of Peterson and Volz,” it said.

The lawsuit called for a 12-person jury trial.

When asked for its perspective, the FAA told FLYING it does not comment on pending litigation.

The NTSB final report published May 16 listed the probable cause of the accident as pilot error.  When reached for comment, the EAA replied, “EAA is aware of the lawsuit and extends its condolences to the families who lost their loved ones in the mid-air collision that occurred on July 29, 2023. EAA denies any negligence and refers all interested persons to the investigation and conclusions reached in the final report of the [NTSB] published May 16, 2024.”

Last month, EAA spokesperson Dick Knapinski said that the organization had made procedural changes in the FFZ for EAA AirVenture 2024, which included a “one strike, you’re out” rule that would not tolerate pilots who did not fly by the rules. If a pilot is observed breaking the rules they are not allowed to fly.

The post Families File Lawsuit Against EAA for 2023 Midair appeared first on FLYING Magazine.

The Baron is being used as a test bed to compare the performance of General Aviation Modifications Inc.’s (GAMI’s) G100UL unleaded avgas with 100LL. The stains are on the wing with the tank holding G100UL, but it has not been determined that they came from the fuel.

• READ MORE: GAMI Responds to Cirrus G100UL Service Advisory

“We have scheduled a mechanic to determine the cause of the leak coming from the left wing of the Baron, which should happen in the next few days,” AOPA senior vice president for media Kollin Stagnito told AVweb. “We are not yet sure what the substance is, nor where it is coming from.”

Word of the stains has been a hot topic on various forums, and speculation is rampant as to their cause.

• READ MORE: Unleaded Fuel Debate Heats Up in Oshkosh

GAMI chief engineer George Braly told AVweb the cause is most likely a faulty or improperly installed fuel cell bladder or patch inside the bladder. Braly said the bladders in the Baron may be more than 40 years old. He said G100UL has been tested for compatibility with the bladder material and there were no problems. He also added that fuel bladder leaks are a relatively common issue with Barons.

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

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These are the kinds of things one learns when one must beg friends for a ride home from a distant rural airport immediately following EAA Airventure in Oshkosh, Wisconsin.

Fortunately, this discovery did not stem from mechanical woes or becoming stranded due to weather. It was simply a function of playing musical vehicles as I dropped off my plane for its annual inspection on my way back home after a week of festivities at Oshkosh. Not wanting to leave my mechanic with 207 pounds of cargo with which to contend during the inspection, I carefully loaded all of my gear into the Crosstrek with little room to spare.

• READ MORE: When Unforeseen Circumstances Threaten to Derail Amazing Experiences

This year, the entire AirVenture experience was a study in cargo and packing. While I’d done it before, this year was perhaps the first in which my gear selection was completely dialed, with a proven selection of items to ensure my week in Oshkosh would be the best ever.

From tents to cots to power supplies to food, every piece was carefully considered and calibrated, making for a fantastic week. Besides creating a top-notch AirVenture experience, this also reinforced my philosophy that it’s best to purchase an airplane you’ll grow into rather than out of.

I didn’t always feel this way.

Early on in my journey toward aircraft ownership, I had nearly settled on the trusty yet tiny Cessna 140 or its simpler, flapless cousin, the 120. I loved the way they flew, and they were among the least expensive options available. They seemed to check all the boxes.

Eventually, however, I decided that for me the ability to take that epic, once-a-year trip was worth the higher purchase price and increased fuel burn throughout the rest of the year. Two years of pinching pennies and working massive amounts of overtime eventually enabled the purchase of my larger, four-place 170.

And even though I never carry more than one passenger, and even though I only fully utilize the cabin volume once a year, the effort was entirely worth it. Had I settled for the smaller 120/140, every one of my Oshkosh experiences would be completely different.

For one, the additional space allows for luxuries that can completely transform any camping trip.

Years ago, in my motorcycle days, I learned firsthand that while it’s possible to pack extraordinarily small and light, this comes with significant compromises. The lightest tents and sleeping pads on the market, for example, function fine but prioritize minimalism and utility over comfort.

Now, with my roomy 170 made all the more voluminous via the removal of the rear seat, I could afford to upgrade my Oshkosh trip accordingly.

Going through my mental list of past annoyances, I addressed each individually. Thin sleeping pad that leaves me aching in the morning? Guess I’ll just go ahead and order the plush cot. A few extra changes of clothes that allow me to present myself at evening get-togethers as a civilized person rather than a shipwreck survivor? Don’t mind if I do.

The extra space and payload also enabled me to bring two laptops and a second monitor, so I could work remotely in the days leading up to the big event. Suddenly, I was able to live and work from the airplane. All it took was some careful weight-and-balance calculations and a bit of strategic positioning of the heavier items.

• READ MORE: EAA AirVenture 2024 in Photos

The extra space transforms the Oshkosh experience for friends, as well.

Two years ago, one friend found herself sleeping in a pool of rainwater when her cheap tent succumbed to passing storms. This year, an airline pilot friend came straight to Oshkosh from a work trip without a tent or sleeping pad. In each case, the 170’s cabin allowed me to toss in an extra tent and sleeping pad from my aforementioned motorcycle camping days. For the cost of an additional 2.5 pounds of gear, each friend enjoyed their trip immensely.

It often makes sense to expedite one’s entry into ownership by selecting a small, inexpensive type to begin with. If, for example, one is certain one’s mission will always be limited to short local flights.

But sometimes, buying an airplane capable of something more—even if that something occurs only once a year—can make it all worthwhile.

The post EAA AirVenture: A Study in Cargo and Packing appeared first on FLYING Magazine.

Many of the airshow’s attendees flew themselves into Oshkosh, Wisconsin, with  more than 10,000 aircraft making the annual sojourn, according to the EAA. Show officials noted that between July 18-28 there were some 16,780 aircraft operations at Wittman Regional Airport (KOSH). Many more pilots opted to fly to nearby airports and use ground transport to get to the show.

• READ MORE: EAA AirVenture 2024 in Photos

The grounds were always populated as around 40,000 opted to camp on-site in tents, trailers, and campers. There was a lot to see. The number of aircraft on display—recorded as 2,846 total—included 337 warbirds, 1,200 vintage, 975 homebuilt, 82 aerobatic aircraft, 65 seaplanes and amphibious designs, 23 rotorcraft, 10 balloons, and 154 ultralights and light aircraft.

“This year’s tagline was ‘Inspiring the Future of Aviation,’ and AirVenture 2024 certainly did that in countless ways,” said Jack Pelton, EAA CEO and chairman. “The mix of innovation, history, excitement, and fun that is a hallmark of Oshkosh was present throughout the grounds and made the event a memorable one, filled with numerous ‘Only at Oshkosh’ moments in the air and on the grounds.”

There was a lot to see and do, as a record 861 commercial exhibitors set up shop in the hangars and on the grounds, offering everything from training programs and airplanes to organizational memberships and products geared toward aviators and aviation enthusiasts.

For those who wished to add to their aviation knowledge, there were more than 1,600 forums and workshops on everything from using ForeFlight to picking the right aircraft for you.

Visitors

AirVenture is a worldwide phenomenon, as noted by the record 98 countries represented by the 2,581 attendees who registered at the international visitors tent.

Journalists from 836 media outlets from around the world roamed the grounds looking for news and features about the latest and greatest in aviation. Many of them provided content for social media. EAA estimates more than 23.9 million partook of the show virtually, noting total social media video views at 17 million—a 149 percent increase over 2023.

“More than 142,000 hours of AirVenture livestreaming and on-demand videos were viewed during the event,” EAA said.

Volunteers Make It Happen

AirVenture could not happen were it not for the thousands of volunteers who give their time and expertise to the show. This year nearly 6,000 volunteers contributed more than 250,000 hours, doing everything from parking airplanes to driving trams and helping the EAA staff make the mammoth event run smoothly.

Their work is greatly appreciated, according to Pelton.

• READ MORE: Oshkosh 2024 Notice Outlines Changes for Pilots Flying to AirVenture

“Over the past decade, and especially since 2020, we have seen AirVenture move to another level, as we maintain the heart of the event while adding programs and activities that appeal to aviation enthusiasts of all interests,” he said. “Kudos to our dedicated volunteers and staff who plan and adjust to make it work.”

In the meantime the EAA Aviation Foundation’s annual event to support its aviation education programs raised a record $2.8 million. The focus of the foundation is growing participation in aviation.

The Money Factor

AirVenture is a money maker. According to an economic impact study conducted by the University of Wisconsin in 2017, the show brings in $170 million for Winnebago, Outagamie, Fond du Lac, Calumet, and Brown counties.

Already there’s been discussion about AirVenture 2025.

“We’ve received plenty of ideas for next year, and a little bit later this summer, we’ll begin reviewing what might be possible for 2025,” Pelton said. “Our annual goal is to create a gathering of people and airplanes that is found nowhere else in the world and continue to improve the experience for EAA members and visitors.”

The post Record Numbers Reported at EAA AirVenture 2024 appeared first on FLYING Magazine.

The grand prize winner will receive a $100,000 credit to be used toward the purchase of any aircraft listed on FLYING‘s Aircraft For Sale marketplace. This opens a world of possibilities allowing the winner to choose their first or next aircraft, or even add to a fleet.

But that’s not all. The giveaway also features exciting monthly prizes with an average retail value of $1,000 including gift cards, essential equipment, gear, and accessories.

Entering the sweepstakes is simple. 

FLYING Magazine subscribers are automatically entered, giving them an extra incentive to stay up to date on the latest aviation news and trends. Those who aren’t already subscribers can enter by purchasing a subscription to FLYING Magazine or one of the other participating aviation magazines: Plane & Pilot, KITPLANES, The Aviation Consumer, Aviation Safety, or IFR.

For those who prefer a free entry option, a mail-in method is also available.

The giveaway started July 21 and runs until May 31, 2025. Don’t miss this incredible opportunity to take flight toward your aviation dreams. No purchase necessary. Making a purchase does not increase your chance of winning a prize.

For full details and official rules, visit https://www.flyingmag.com/2025-ultimate-flying-giveaway-official-rules/.

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NO PURCHASE NECESSARY. Starts 7/21/24 and ends 5/31/25, subject to 11 entry periods and Official Rules available at https://www.flyingmag.com/2025-ultimate-flying-giveaway-official-rules/. Open to legal residents of the 50 US and DC, at least 18+ or age of majority, whichever is greater. Void where prohibited. 

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