Sun 'n Fun Report

2025

Paul's Report:

PowerFlow Systems visited CFO at the Grove in Winter Haven, five-strong. They’re again offering their progressive discount at the show, the more systems sold, the larger the discount on each. Darren spoke to the broad market acceptance of the Cardinal tuned exhaust systems over the past 25 years, and the good service life *if* the recommendations are followed: regular prop balancing, and annual system disassembly and anti-seize application to the joints. Several attendees thanked PowerFlow for their good support. Darren explained that even when a part is damaged and must be replaced, PowerFlow does not charge typical high part prices, but rather part pricing proportionate to new system purchase.

Craig Barnett from Scheme Designers unexpectedly wasn’t able to join us, but invited all CFO’rs to come by their newly expanded and redesigned booth in Building A (same corner, just displaced one booth) and pick up the new, bold-design carry bag. I’ve had a chance to carry one around, and besides great new graphics (how many airplanes can you find hidden in the Jackson-Pollock-esque design?!), the bag is fairly ergonomic, being retained on your wrist when necessary, or for brief periods on a shoulder. Well done design work!

Jim Bowker, CFO member from Ponca City OK, showed off his very cool seat rail attached cup and phone holder that mounts just forward of the fuel selector. He says he can sell them for less than $200. Note: I have since bought and installed one, and am well pleased! I’m also attaching USB power ports to the cup holder for easy access.

Darren Tilman of PowerFlow Systems (PFS) reminded us that his personal motto is still, “Suck, Squeeze, Bang, Blow… made to go with PowerFlow!” PFS offers an improved exhaust system for *all* Cardinals, except those already turbo’d. He noted that half of the aircraft present on the field already had PFS installed. Out of 1365 RG’s originally built, PFS has shipped 330 systems; he noted that unfortunate aircraft that have suffered off field excursions have benefited by the PFS sacrificing itself to save belly panels, and even sometimes the prop itself. After such an exercise, he recommends returning the PFS to their factory for an IRAN (inspect and repair as necessary). As a Cardinal-only special during the show(s), PFS offers $100 off shipping.

Darren shared how PFS products contributed to the Airventure Cup, and placed first in the product category. One happy customer on site shared that he religiously does the recommended/required annual maintenance (disassemble and re-assemble with anti-seize), and made 2100 hours on his RG PFS. He then returned it to PFS for IRAN, and received 75% new parts for less than the cost of a new system.

PFS is celebrating their 26th year, and 25th with Cardinals. An FG owner reported that after 1000 hours and 10 years, a sheet metal shroud required welding. Darren re-emphasized that the key is annual disassembly, inspection, and anti-seize treatment. 80% of failures are due to vibration, keep your prop dynamically balanced!

CFO thanked all of our sponsors: Genesys, Aveo, Cardinal Inspections (Keith), Fancy Pants, GAMI, Scheme Designers, CiES, Hartzell, Joe Ruck’s insurance group Acrisure, Generation Global (upholstery), Wentworth, Aero-Mach WILCO, AviationPlus (Bob Russell), Vantage Plane Plastics, ElectdroAir, Avidyne, and Concorde Battery.

Changes coming at the airport: Lakeland’s training facility will be at Winter Haven (GIF), plus a virtual tower is planned. That allows the outside view to be compressed horizontally, and computer-assisted monitoring of traffic.

It was observed that it appears (!) spar carrythrough AD compliance have been signed off, but not completed in accordance with the AD. Complying with the SB does not comply with the AD. And, the letter to the FAA must be sent.

ElectroAir was happy to announce their sponsorship of CFO. Their system was originally certified on a Cardinal, which we saw at OSH many years ago. A second system requires a second battery, *or* a DAR-approved second-alternator installation. Some observed that the second alternator installations need to be more robust, so that a system fault doesn’t drag down the second alternator as well.

Keith noted that FG’s are in tight supply, and that prices are 20% more than 2019. This may be due to RG insurance cost/unavailability for older pilots. RG prices are up 15% over 2020, some selling over $200,000. The market is thin, and some of the available aircraft pose challenges. Even aircraft being marketed at 80% over market price, as well as being flawed.

CiES advises filling above the Monarch flapper valve, all the way to the vent hole, for FULL fuel; that should deliver over 2 gallons per side more than the placarded fuel. Keith reminded folks he has made a PVC flapper holder, pics on the CFO website, that makes those fillups easier.

Mark White recommended Wizzards Bug Release/Remover, which does not remove wax. Use it with a nylon net pad for best results.

Tuesday morning there was a Sun ‘n Fun briefing on the big changes coming to the event grounds. The Pavilion will be enclosed for $2.5 million. Lakeland is the n ation’s 100ths busiest airport now, due to Amazon and Fedex traffic. A new parallel runway will be built, requiring relocation of the event grounds southward. The new airport manager’s CV includes his *dad* having been the Oshkosh airport manager. 😊 The two next exhibit buildings, replacing the existing, will be Oshkosh-sized.

AOPA is launching a 90-day Pause for Aviation Safety, and invites us all to visit their website, answer a one question survey, and think about how we each can avoid becoming a statistic. New AOPA president Darren Pleasance noted that we’d made more progress in improving our safety performance over the past 30 years than could have been hoped for. But, folks continue to die for the same reasons, so we need to do even better. Mike Ginter, formerly AOPA’s head of regional operations, is the new Air Safety Institute head. He noted we’ve had a 32 year decline in the accident rate, and are currently flying about 28 million hours per year. We’re flying more and it’s getting safer. Every pilot plays a part. Visit GASAFE.org for a view of the 22 alphabet group effort, plus 18 pilot associations. One message via many voices!

EAA’s Jack Pelton and AOPA’s Darren Pleasance cohosted a session on the oncoming MOSAIC update to Light Sport rules. There are 140 (!) light sport aircraft manufacturers in the US. Adam Morrison of Stragamline Designs outlined the voluntary compliance, self-certification process using ASTM F37 standards. Pelton related how he and his Dad built an experimental at Flabob (Riverside California) EAA Chapter 1, sounded by Ray Stitts. Jack is optimistic that the FAA will hear the comments, and increase the OEM stall speed requirements for flying with Light Sport to include the Cardinals. Other observers were less optimistic. We should know by end of August. The FAA had hoped to announce at OSH, but unlikely to be done in time given the administration concurrences required. Jack noted that if the FAA complies with the request to raise the stall speed limit from 54 knots to 58 knots, that will encompass 70% of all singles manufactured. Fly-by-wire (!) designs are included in the ASTM Light Sport standard. Jack noted that LS ASTM regs are not static like FAA’s Part 23 standards. However, the maintenance requirements are as yet untouched. Owner maintenance ala Canada is not part of the current proposal.

The OEMs pushed back on primary aircraft, even though LS repairman certification has had a very safe record to date. Jack notes that insurers continue to be concerned on age issues, though single pilot per se has not been an issue. Jack noted that although valid aerodynamically, the rule doesn’t recognize stall reduction modifications like STOL kits or vortex generators. For now, no IMC as Sport Pilot, though night has been added, and IMC discussed.

The unleaded avgas front: The most “interesting” news came from AOPA’s (then) new president, Darren Pleasance, sharing that Innospec, the only company making tetra-ethyl-lead, the octane additive for 100LL, has announced it will discontinue production in the 2029/2030 time frame. As background, the TEL process is fairly corrosive, so that the pressure vessels involved consume their corrosion allowance regularly. I presume that Innospec sees that they’re going to need to make expensive equipment replacements in that time frame… and have decided instead to cease production.

Swift Fuels gave an update on their 100R product. They’re hoping for certification in 2026, but they’ve been forecasting “next year” for five years now.

Lyondell reports that they’re continuing to progress on the FAA/PAFI materials testing protocols. They report completing the protocols, but they haven’t reported their results, even pass or fail. And Lyondell and the FAA still refuse to share the detonation margin criteria they’re using to determine if their fuel is adequate or not. This is concerning since unleaded fuels have a different distribution of detonation events than leaded gasolines. The FAA’s historic efforts to address this in their testing have been flawed.

Tempest shared that they now offer AeroTech starters and alternators through their facility in Louisville KY.

Curtis reported that their quick drain valves (fuel and oil) have used Viton o-rings since 2023, rather than buna-N or nitrile, and so are unleaded avgas ready now, come what may. www.curtissuperiorvalve.com If you like the external actuation pin quickdrain valves, rather than the flush ones Cessna used, Curtis offers a custom socket that fits over the pin while allowing snug installation torque.

Phillips 66’s Keith Clark made a variety of observations on fuels. Jet will hold 90 ppm water in solution at 90F, but only 20 ppm water in solution at 20F. So as the fuel cools, the water comes out of solution, and of course below 32F can freeze and block fuel system components, notably filters. Fortunately, water solubility in avgas is less. “It seems like we’ll figure out unleaded avgas about the same time that we figure out the flux capacitor.” (Reference: Back to the Future) Keith’s safety moment: make all fuel orders in writing! Phillips offers verify fuel type placards and written fuel order cards you can use for the FBO’s that don’t offer their own forms. www.preventmisfueling.com

The DynaVibe prop balancer (engine and prop on-the-aircraft balancing) is now handled by RPX Technologies. DynaVibe Prop Balancers and DynaTrack Blade Trackers - RPX The base unit is $1195, but show specials are available.

Pure Medical www.premedco.com wants us to know they also now distribute the Inogen Rove 6 oxygen concentrator for pilots.

Hartzell promised that D2000/D3000 maintenance support is coming soon.

AITHRE offers Healthview II bio-avionics, giving full control of their somewhat pricier and less capable oxygen maker, including pulse (oxygen bolus to the lungs) enablement. It’s user customizable, with weather, traffic, and altimeter features. Their turbo oxygen generator is available as a built-in two place system.

V1 offers a baseball cap designed for pilots. No button on top, and super thin material under the earcups to avoid disrupting the headset ear seal. www. V1hats.com

Many of us know or have PowerTow tugs, from Northwest Manufacturing in Idaho. They now offer a one horsepower *non* lithium battery-electric tug, the Orbiter, that is lighter and more streamlined than previous products, and is adjustable for pilot height from 5’ to over 6’ tall. www.powertow.com The gasoline powered tugs are still offered as well.

Something a little different for the Pilots and Paws or Angel Flight pilots. Elevated Access is supporting bodily autonomy, by allowing access to essential healthcare that has been made less accessible by certain states’ policies. www.elevatedaccess.org

Superior Aircraft Components wants to remind us that they still offer custom instrument panels, “digitally printed” to the pilot’s exact personalization. Laser cut, powder coated, and digitally printed, including full color graphics. www.superioratx.com Cessna or CFO logos on your panel, or your family portrait in full color. They also offer super-thin electroluminescent (EL) panels, also custom of course.

Champion (spark plug) promises that they’ll be offering their own line of magnetos by OSH 2026, the Lightning Series Magneto. This mag, however, will be both electronic and self-powered, with a non-maintenance between engine TBO promise. Higher energy, no points, no external power required. They compare themselves to e-Mag, SureFly, and ElectroAir, promising superior simplicity of installation and fully self-powered. www.championaerospace.com

ElectroAir show pricing: Single 4-cylinder kit starting at $2,495 Dual 4-cylinder kit for replacing the Bendix Dual Mag starting at $4,995 Domestic sales are handled by Darrell Pool of Smooth Power, LLC: www.smoothpowerllc.com Electroair: www.electroair.net

Garrie Moore reported: While at Sun ‘n Fun I ran across the new owner of the Horton STOL kit, Dr. Currry of Curry Aviation https://www.curryaviationparts.com/. He purchased all the Horton STC’s and has the PMA for all the kits and parts. That means all the wingtips for the Cardinal fleet. He is currently looking at selling his wingtip with LED lights installed.

Keith reported: I had a conversation at Sun 'n Fun with Eric McFalda, Field Service Engineer for Moog. He assured me that any and all pitch challenges have been addressed with their owners, and they have the secret sauce for success. One of our membership had a personal visit from the Moog team up in Wisconsin and was satisfied in the end. If you have questions about your configuration I’d encourage you to contact Eric at emcfalda@moog.com

Dennis Martin reported: S-Tec (including Eric) came up and flew my plane to adjust the gains for interface with the Garmin G5’s as an air data source. I think I described the situation in another thread. This resulted in a new config option that was specific to the G5 interface. If you are having pitch issues, I would urge you to triple check cable tensions AND routing. The 3100 is very sensitive to pitch cable tensions, and it’s the first thing S-TEC checks. On my airplane one of the bridle cables had been routed incorrectly on installation. This was almost impossible to see and had passed multiple annuals. Cessna has a spec in the mx manual for how much force it should take to move the yoke, and if your plane exceeds that, the 3100 will not be happy.

Per Keith: Jake from Aveo reports that they have tested their current design Cardinal wingtip on a 1970 plus Cardinal, and confirm that it fit pretty well. They also just purchased their own digital scanning equipment, which should help do a much better job. It is his understanding that they will be using this equipment to tweak the shape slightly for a perfect fit. The certification process is currently underway, and they expect to have it completed before Oshkosh.

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Keith and Debbie's Report:

I talked with TCW about their new product in support of evolving FAA requirements for standby batteries for electric ignition systems. They have new models which meet the new requirements. There was a sample there, it was very robust. https://www.tcwtech.com/

Kelly Aerospace was at the show, with a new focus now that their ignition business has been sold to Hartzell Engine. They talked about their air conditioner for light aircraft. This would be a lightweight freon system, run with electricity. To power it they have thoughts of a large alternator, upwards of 150 amps. https://kellyaerospace.com/

Aero-Mach Wilco reports that Whelen has purchased the Aero LED company. They expect to see some product line adjustments as they take the best products from each market segment. They also reminded me that they sell brake parts, pads and rotors. https://www.wilcoaircraftparts.com/

Concorde reports that the battery supply pipeline has settled down, so availability should no longer be an issue Wilco shared the same report. I asked Concord if lead was sourced internationally such that it might see price increases, but was told that they have a good inventory and won't know for a while. They don't have any concerns in that area. They suggested reminding owners to keep their batteries on battery tenders made for their brand. https://concordebattery.com/

Hartwig reports that they are still making Monarch fuel caps as quickly as their component supplier can send them vents. There is quite a backlog but they are trying to fill them as quickly as possible in order. https://monarchcaps.com/

Plane Plastics was hosting the president of their new owner AEP, Dennis Heider, who is now their VP of operations. I talked with him about how their products help our birds stay like new. He was happy to talk and said he enjoys tinkering with machines and making them better. Seems like a good fit, and the folks we know there shared encouraging expectating about about their future. They are also sporting a new retro logo, saying just Plane Plastics. For now their website is still https://vantageassoc.com/

We've learned to call STEC by the new name of Genesis, but their booth is now branded with their new owner's name Moog. There were new people at the booth who seemed knowledgeable and willing to talk technical. Eric McFalda, Field Service Engineer, discussed how they have worked with a few Cardinal owners to perfect the pitch sensitivity. https://www.moog.com/

A common source for tires has been Desser, across the years. They are now rebranded as VSE Aviation. They said tire supplies are back to normal, all shortages have cleared. https://shop.vseaviation.com/

Wentworth aviation said he's still actively buying airplanes, but finding some don't have good, airworthy parts. They check and only sell the good stuff, but it seems like field standards are slipping. He says engines move so quickly that their on-line available list is hard to keep current. We were pleased that Steve signed up to be a CFO Sponsor, please let his team know we sent you when you call. https://www.wentworthaircraft.com/

Superior Aircraft Components was showing some very impressive metal panels. They can print colors and logos directly on their metal panels, and can also provide glowing lettering through an electroluminescent process. This lets them do backlighting even on curved panels. Their design process includes a template to confirm fit before the final panel is cut. https://superioraircraftcomponents.com/

The owner of Alpha Systems had a close call with Covid, leading to his making some changes to focus on angle of attack. We hope to have more information on Alpha in the near future. https://alphasystemsaoa.com/

CiES is still changing expectations for accuracy of fuel measurement, bringing their technology to ever more aircraft types and customers. Owner Scott reports that they are so sensitive that the system can tell if you're flying coordinated or not from the readings. He is now actively considering new applications for his unique technology in areas like auto throttles and flap position indicators. https://ciescorp.net/

Scheme Designers reported delivering a very large number of schemes through their history, including airlines and unique aircraft of many types. Many of the Cardinals at our Winter Haven flyin were sporting their design.

Keith and Debbie Peterson