During the crush of work in the show, it’s hard to collect our thoughts on the overall impact of AirVenture, but this was definitely one for the books. From new aircraft, completely rethought avionics systems to the blockbuster announcement about the approval of the Modernization of Special Airworthiness Certification (MOSAIC), it’s clear the world’s most influential aviation event will affect the industry for years to come. Here are some of our thoughts on the big show.
Larry Anglisano, Editor-in-Chief, Aviation Consumer Magazine
Whether it’s avionics, aircraft, engines, consumables or gadgets, I go to AirVenture (with the consumer in mind) with my radar scanning for standout products that could make a difference. This year was tough and sort of a letdown. In my estimation nothing really stole the show, but there were a few avionics announcements worth talking about. One came from California-based newcomer Nighthawk Flight Systems.
You might be familiar with Sandel Avionics, a company that enjoyed success with its electronic flight instruments—notably the SN3308 EHSI—in the 1990s and early 2000s. Nighthawk bought the remains of the company and that gives new life to the later products in the Sandel line, but the big news is the Guardian. This is a new modular cockpit avionics system with a sharp high-res display available in 11.6-inch and 7-inch touchscreen configurations, realistic synthetic vision and a smart IO that can interface with a variety of existing aircraft systems, including third-party autopilots. The company said it will initially be available for Part 23 Class I/II aircraft in late 2025, with more applications to follow. I know—it will be difficult to compete in an avionics market dominated by Garmin—and Nighthawk knows it, too. But if the company makes a go of this thing—and prices it right—it will be at least more competition in a market that can use more players. Nighthawk thinks there are plenty of buyers for the Guardian and based on what I saw (here’s the video https://youtu.be/JmDoiOIu014?si=o9nfCF9_2-Q9Pklg) the system’s good syn vis graphics, smart electronics design and simple user interface, it’s worth following.
Meanwhile, with a more compact design, German-based Air Avionics got attention for its line of cockpit control heads that work for displaying traffic, VHF comm and transponder functions. I’ve flown behind Air’s stuff in gliders and always thought the hardware was robust and has good display functionality and useful features. Through a partnership with Aithre Aviation, the control heads (available in several sizes) work as advanced biometrics displays—functions that can boost safety. I did a video on it all at https://youtu.be/QfLIutk0z8Y?si=rPhAMNk6mxfsV9Yu
Meanwhile, over at Avidyne, the company finally earned FAA certification (mid-week at the show) for its in-development Vantage retrofit flight deck for older Cirrus models. There are still lots of early-gen SR20 and SR22s flying around with the Entegra displays and the Vantage are several notches up in tech, including touchscreens and flight data backup. They use the existing wiring but require metal work to fit in the old panels. While Garmin has been steadily grabbing a chunk of the aftermarket Cirrus refurb business, I bet Avidyne will steal some sales. Company founder Dan Schwinn told me the system will start shipping to dealers within weeks. Here’s the video https://youtu.be/o2hsTZBMefs?si=QXXaUce20GkZ7-H7
As for gadgets, Lightspeed’s Zulu 4 headset was the buzzword because, well, showgoers like these sorts of new things. John Zimmerman at Sporty’s told me demand has been high and as I wrack up hours on the headset for a long-term trial https://youtu.be/SmDoxvdmRs8?si=O2c5vyYjAJbAGTl7
I can see why. It seems to be made well, brings more comfort over the older model and in the world of flagship headsets, has a fair price. But how about a trade-up program?
With the Mosaic rule the real news of the year, you can bet that AirVenture 2026 will really be the show to see and we’ll be back for a front-row seat.
Mark Phelps, Editor, AVweb
My first AirVenture (way before it became “AirVenture”) was in 1983. Unlike some stalwarts, I can’t claim to have been there every year since. But I filled that gap in by working for EAA for three years in the late 1980s as editor of Vintage Airplane Magazine and as staff editor for Warbirds working with the late Jeff Ethell.
The 2025 edition exhibited all the hallmarks of the contrast between now and those early years—though even back then, there was no shortage of nostalgia for the “good old days” of EAA. Some things never change—starting with “change” itself.
What remains the same, however, is what makes the airplanes fly, which we all know for what it really is … magic. How else can you explain not just Bernoulli’s principle, but also the Fisk Arrival conga line, and the auctioneer speaking pace of the control tower directing up to three landings per runway at a time? Yes, we know the green-shade numbers of AirVenture’s economic impact on not only Wisconsin’s Fox Valley, but also the general aviation industry as a whole. But the dollar signs can’t begin to sum up the true impact hundreds of thousands of attendees ultimately have on this mania we have for flying through the sky in little airplanes.
This year will likely be my last as a professional journalist covering the show. And my assessment of EAA AirVenture 2025 is pretty much what it was my first time. Though I filter this year’s experience through a multi-faceted kaleidoscope of impressions, good and bad, the net effect remains the same. I couldn’t help looking over my shoulder on the way out with a twinge of regret for what I missed—and a sense of awe over what I was privileged to see.
Russ Niles, Editor-In-Chief, AVweb
This was my 20th AirVenture and I think the most important change that has happened in those two decades is the immediacy of the information flow from the show. The advent of portable satellite technology and the rapid development of the tools to take advantage of that capability is nothing short of amazing. Juxtapose that with the retro panel and yokes of the incredible Bataan Lockheed Constellation that was on display all last week and you really see the time travel aspect. It was my privilege to bumble through a live interview with pilot Steve Hinton that was streamed live for just about anyone on the planet who wanted to watch it. Think about that for a moment.
Tucked on the edge of the site, near the tower, was an aircraft that would have been unthinkable at my first show. Joby had one of its multicopter eVTOLs there and there was a steady stream of curious onlookers, but exhibited no shock and awe. If all goes according to plan, these aircraft will revolutionize short hop travel, which is often the most aggravating part of the commercial flying experience. According the fellow I talked to, Greg Bowles, they’re sure that the option will be affordable, safe and convenient, which means it will be a commercial success. We’ll be doing a lot more on this segment in the coming months and at next year’s show. AirVenture will have a dedicated section for advanced air mobility. Amazing how time flies.
As for the show itself, events like this can lose their identity in the rush to commercialization, but AirVenture owes its unique charm to, of all things, people. Volunteers are everywhere emptying the garbage, keeping the runways and taxiways safe for aircraft and spectators, transporting anything and everything and keeping the grounds spotless. They do it with obvious pride and great pleasure and that EAA management has been able to strike the balance between a first-class exhibition experience with the homespun charm of a country fair is nothing short of miraculous. I’d like to pass along my thanks to the entire team at EAA for the faultless accommodation of our company’s many and varied needs. We couldn’t have done it without you.
And see you next year.
I want to know if the Canadian’s boycotted the event like they said they were going to and how deleterious was the boycott?
I agree with Scott. I saw a nymber of Canadian registered planes, including one Glasair. Kinda bummed I didn’t see more Glasairs, but I only walked a few of the areas. If memory serves me correctly there was a Pitts airshow team - they had Canadian registrations.
May I interject something old and less toxic from times long past and forgotten?
Way back, when I was a child, I spent 98% of my free time on various airports. A decal I remember distinctly, placed on many vehicles and airplanes parked on our airfields, was the one above. The aircraft I soloed and the aircraft I flew my PPL checkride in carried this decal. My late fathers pilots case carries it.
Translated, for those who never knew a single language other than American English:
Flying Connects - People - Countries - Continents.
This is what OSH represents and reflects.
I’ve never been privileged enough to attend this event.
If you learn to apply this very simple rule to all of your aviation contacts (and believe in it) the nationality of anyone in our profession will never matter for another second. You will be immune to modern day populism and asinine propaganda.
You will also be UNABLE to look down on a Candian, Mexican, Italian, German or Russian/ Ukranian pilot. Try it! Muffins trolling will be just what it is. Populistic trolling.
Any Canadian protesting Trumps new world and etiquette in communication 101 - and hence boycotted the event in OSH - had every right to do so - even though - punishing your fellow aviators for political bullsh!t is counterproductive to how and why our industry functions.
I hope someone within IAOPA, AOPA or the EAA will reinvent the wheel and bring this decal back.
Your second last paragraph says it all. Nothing would have come of this had the Canadian’s just kept their mouths shut and either attended, or, stayed home. No one attending Oshkosh really gives a damn what other attendees political opinions, or, positions are. Keep them to yourself.
Thats flat. What else do you have to offer?
I can speak Merican English, Blighty English, Hoser English and Aussie English.
That’s Four - count 'em.
EAA reports over 704,000 people at AirVenture 2025, a new record. But what’s fueling the growth?
Is it still the builders and backyard flyers, or more about big exhibits, glass panels, eVTOLs, jet teams, AI in aviation, and high-tech demos? Whatever the reason, 704,000 people showed up for airplanes, and that’s a good thing.
Big thanks to the 6,000 volunteers who made it all run. Progress is great, as long as it builds on the grassroots spirit that made Oshkosh what it is.
Answer: YOUTUBE, People love watching their fellow Americans ‘Freely Traveling’ and want to be them. This is why the Sport Pilot 2.0 will be so popular.
Over 11,000 RV’s have had a first flight. Now that most of those planes fit the SP/LSA 2.0 group more will be built faster. Along with so many other Homebuilts and the new Factory LSAs.
Agreed, Klaus. YouTube is driving curiosity, people want that kind of access. But let’s keep it in check: there are only about 7,000 active Sport Pilots today. That’s a small slice. Sport Pilot 2.0 has potential, but it’s going to be a long haul. There’s room for more, but we’ve got work to do.
I’m thinking that Cessna and Piper may re-certify their trainer 172 & PA-28 as LSA by next year’s Oshkosh. There will also be quite a few other companies introducing competitive structurally sound LSAs.
Many organizations over the past 5 years have offered quite a few $5K scholarships. A Sport Pilot Licence may be in reach between $5K to $7K. Most Universities are charging over $10K per semester. I don’t know about anyone here but, I would have traded one semester for a SPL.
Yeah, it’s exciting to think older Cessna 172s and Piper Cherokees might be turned into LSAs, but under MOSAIC, they don’t have to be. If they meet the new stall speed and design rules, Sport Pilots can fly them as-is, no recertification needed.
As for getting a Sport Pilot license for $5,000 to $7,000, that might happen in a best-case scenario, but most people end up spending closer to $8,000 to $10,000. That includes aircraft rental, instructor time, ground school, the FAA written test (about $175), and the checkride (often $600 to $1,000). A $5,000 scholarship helps, but it won’t cover everything.
At the end of the day, safety is what matters. With more capable airplanes and busier skies now in play, Sport Pilots need stronger training and sharper skills. That needs more knowledge, more flight hours, more money, not less.
It’s all about the Money… ‘Consensus Standard’ built aircraft will have ‘Off-The-Shelf’ parts and components. The cost of every washer is tripled or more when you have to hang an 8130 Form on it. Many avionics companies sell “Experimental” and “Certified” equipment that both do the exact same job but half the price.
I’m going to be a glass-half-‘Full’ on the future of Aviation. When airspace seems to be too busy and too confusing… Maybe? it’s time. Taking Off from Oshkosh taxiway is just another sign that it’s time to open the airspace to the next generation.
That tracks with my multi-decade observation. The Vintage stalwarts were still there, but the number of “No, they didn’t make it this year” replies from their countrymen were up.
You’re right, Muffin: Canadians have no “free speech” rights down here, or even in an international digital forum, if they proffer a reason for skipping Airventure that happens to gore the ox you are riding.
Apparently you don’t remember the egregious behavior of our federal agents towards anyone even suspected of being foreign nationals, this spring. That’s when most folks are making their plans to attend Airventure. Perhaps things weren’t as bad on our Canadian border as in LA, NM, or TX, but there was a noted increase in the scrutiny/delay of everyone coming in from the north. The egregious behavior of the CBP, FBI, et al. would make anyone think twice about crossing any national border.