AirVenture 2004 marked another expansive year at Oshkosh, with the showground filled by a broad mix of warbirds, homebuilts, classics and modern general aviation types. The event continued its tradition of combining flying displays with hands‑on access to aircraft on the flightline, giving visitors the chance to see both rare restorations and contemporary designs at close quarters. From frontline military demonstrations to grassroots experimental projects, the 2004 gathering reflected the full spectrum of aviation culture that defines AirVenture, set against the familiar backdrop of summer activity at Wittman Regional Airport.
Messerschmitt Bf 109 taxiing out for take‑off on the final day of the event, the fighter moving across the grass flight line with its narrow‑track undercarriage and compact Luftwaffe profile clearly visible. One of the most recognisable single‑seat fighters of the Second World War, the Bf 109 served on every front from 1937 to 1945, and its presence at the show brings an authentic wartime atmosphere to the closing departures.
Messerschmitt Bf 109 taxiing for departure on the final day of AirVenture 2004, the compact low‑wing fighter moving steadily across the grass with its characteristic narrow‑track undercarriage and long inline‑engine nose. As one of the most recognisable Luftwaffe fighters of the Second World War, the Bf 109’s appearance at Oshkosh adds a distinctive wartime presence to the closing movements of the show.
Waco YMF‑5 taxiing on the paved taxiway at Oshkosh, the bright yellow modern‑production biplane showing the classic lines of the 1930s Waco open‑cockpit sport aircraft. Powered by a radial engine and finished in a period‑style scheme, the YMF‑5 blends vintage design with contemporary construction, making it a distinctive and eye‑catching participant at AirVenture.
Northrop T‑38A Talon of the 87th Flying Training Squadron, Laughlin AFB, parked with canopies open during AirVenture, the tandem‑seat supersonic trainer showing its distinctive slender fuselage and twin‑engine layout. Used by the U.S. Air Force for advanced jet and fighter‑lead‑in training, the T‑38 has prepared generations of pilots for frontline aircraft since entering service in the 1960s.
Cessna 120/140‑series taildragger taxiing on the runway at Oshkosh, the polished post‑war two‑seat light aircraft showing the clean lines and strut‑braced high wing that defined Cessna’s personal and training designs of the late 1940s. Compact, economical and widely flown, the 120/140 family remains a favourite among vintage‑aviation enthusiasts.
Aermacchi AL‑60F‑5 (N96038) at Oshkosh. The AL‑60 series was Aermacchi’s Italian‑built development of the Lockheed‑designed utility aircraft, featuring a high‑wing layout, fixed tricycle undercarriage and a spacious cabin suited to light transport and liaison roles. This example appears in a civilian scheme and represents the later F‑5 configuration produced in the early 1960s.
Lockheed L‑1049 Super Constellation preparing to depart at Oshkosh. The L‑1049 “Super Connie” was the pinnacle of Lockheed’s piston‑engined airliner development, combining four Wright R‑3350 radials with the type’s iconic triple‑fin tail and extended fuselage. This preserved example draws crowds as it readies for departure, showcasing the elegance and power of 1950s long‑range air transport.
Lockheed L‑1049 Super Constellation in TWA colours preparing for departure at Oshkosh. The Super Constellation represented the peak of Lockheed’s piston‑engined airliner development, combining four Wright R‑3350 radials with the type’s iconic triple‑fin tail and extended fuselage. This restored example, wearing classic Trans World Airlines markings, draws strong public interest as it readies for flight.
Lockheed L‑1049 Super Constellation in TWA colours as No. 3 engine fires during start‑up at Oshkosh. The Super Constellation was the pinnacle of Lockheed’s piston‑engined airliner development, powered by four Wright R‑3350 radials and distinguished by its iconic triple‑fin tail. Ground crew and support equipment stand by as the aircraft is brought to life for departure.
Piper PA‑30 Twin Comanche (N7942Y) taxiing at Oshkosh. The Twin Comanche combined the sleek lines of the PA‑24 Comanche with twin Lycoming IO‑320 engines, giving it excellent performance and economy for a light twin. This example appears in classic Piper striping as it departs the parking area for the active runway.
Cessna 172 Skyhawk taxying for departure at Oshkosh. The 172 remains one of the world’s most widely flown light aircraft, valued for its reliability, forgiving handling and excellent visibility. This example, finished in late‑1970s Cessna striping, heads out toward the active runway for its next flight.
Lockheed L‑1049 Super Constellation in TWA colours taxying at Oshkosh. The Super Constellation was the pinnacle of Lockheed’s piston‑engined airliner development, powered by four Wright R‑3350 radials and distinguished by its iconic triple‑fin tail. This restored example, wearing classic Trans World Airlines markings, moves into position under the guidance of ground staff.
McDonnell Douglas F‑4F Phantom II of the Luftwaffe, still in active use for German crew training at Holloman AFB in 2004. The aircraft carries the distinctive horizontal black–red–gold fin‑top stripes worn by Luftwaffe Phantoms, together with the HO tailcode used by the German training detachment while operating from the United States. Shown with its canopies open on the flight line, it represents the long‑serving F‑4F variant that continued frontline training duties into the mid‑2000s.
Lockheed L‑1049 Super Constellation in TWA colours rolling for take‑off at Oshkosh. The Super Constellation was the definitive development of Lockheed’s classic propliner family, its lengthened fuselage and uprated Wright R‑3350 engines giving it the range and performance that defined post‑war transatlantic travel. This example, wearing the elegant Trans World Airlines scheme, accelerates down the runway for departure.
Taylorcraft BC‑12‑D (CF‑OGU) parked on the grass at Oshkosh. The BC‑12‑D was one of Taylorcraft’s classic post‑war light aircraft, valued for its simplicity, economy and excellent short‑field performance. This Canadian‑registered example, finished in bright yellow with black trim, sits on the flight line with ground equipment in the background.
Piper PA‑14 Family Cruiser N4206H
Introduced in 1947 as a four‑seat development of the Super Cruiser line, the Piper PA‑14 combined the familiar high‑wing, steel‑tube and fabric construction of the Cub family with increased cabin space and improved load‑carrying capability for private touring and utility work. N4206H, a float‑equipped example, is recorded as having suffered an in‑flight rudder failure during manoeuvring near Anchorage, Alaska, yet remained controllable enough for a safe landing. The incident highlights both the structural simplicity of the PA‑14 and the inherent resilience of Piper’s post‑war light‑aircraft designs.
Piper PA‑28‑161 Warrior II N427JB
A member of Piper’s long‑running PA‑28 Cherokee family, the Warrior II introduced the semi‑tapered wing and 160‑hp Lycoming O‑320 engine that gave the type improved handling and training performance over earlier straight‑wing Cherokees. N427JB, shown here on the ground with its distinctive yellow tail and multicolour fuselage stripe, represents the enduring role of the Warrior series as a primary trainer and touring aeroplane throughout the late twentieth century.
Aerostar Yak‑52W (Super Yak)
Developed in Romania as an aerobatic evolution of the Yak‑52 trainer, the Yak‑52W—often referred to as the “Super Yak”—features a raised mid‑wing, single‑seat bubble canopy and refined control surfaces to deliver performance approaching that of purpose‑built unlimited‑class monoplanes. Retaining the rugged steel‑tube structure and Vedeneyev M‑14P radial engine of the Yak‑52 family, the Yak‑52W offered Western display pilots a durable and highly manoeuvrable platform. The aircraft shown here carries a vivid red, white and blue scheme typical of privately operated aerobatic examples.
Extra 300S
Designed by Walter Extra as a high‑performance single‑seat aerobatic monoplane, the Extra 300S pairs a lightweight composite and steel‑tube structure with the 300‑hp Lycoming AEIO‑540 flat‑six engine to deliver exceptional roll rates and unlimited‑class capability. Its low‑mounted wing, tall fin and bubble canopy give the type its distinctive profile, widely recognised on the international aerobatic circuit. The aircraft shown here, finished in a vivid red, white and blue scheme, is captured in a steep tail‑down attitude on a grass airfield, reflecting the Extra’s agility and popularity among competition and display pilots.
McDonnell Douglas F‑4F Phantom II
Developed as a dedicated variant for the West German Air Force, the F‑4F Phantom II combined the proven twin‑engine, two‑seat layout of the Phantom family with avionics and weapons fit tailored to Luftwaffe requirements. Operated primarily in the air‑defence and strike roles, the F‑4F served for more than three decades before retirement in the 2010s. The aircraft shown here, finished in a grey tactical scheme with both canopies open on the flight line, reflects the type’s long association with NATO air operations during the latter stages of the Cold War.
Boeing‑Stearman Kaydet in early‑war USAAF training colours, carrying fuselage code 135.
A restored example of the Model 75 primary trainer family, finished in the blue‑and‑yellow scheme used across U.S. Army Air Forces flying schools in the early 1940s. Photographed on a grass airfield, the aircraft represents the PT‑13/17 series that introduced thousands of pilots to open‑cockpit flying before progressing to advanced trainers and operational types.
American Champion 7EC “Traveler”, registration N240AC, taxying on the taxiway at AirVenture 2004 in a red‑and‑white scheme.
A development of the classic Aeronca/Champion high‑wing series, the 7EC offers efficient touring performance with side‑by‑side seating and light‑aircraft simplicity. This tailwheel example, fitted with streamlined wheel fairings, is seen taxying out on the paved taxiway during AirVenture 2004, reflecting the enduring appeal of the 7‑series in contemporary sport aviation.
Mudry CAP‑10B, registration N126SM, taxying on the grass at AirVenture 2004 in a red‑and‑white aerobatic scheme.
A French two‑seat aerobatic trainer derived from the Piel Emeraude, the CAP‑10B became a mainstay of aerobatic clubs and competition pilots worldwide. This example, flown canopy‑open, is seen taxying during AirVenture 2004, representing the enduring popularity of the CAP‑10 series in sport and display flying.
McDonnell Douglas F‑4F Phantom II of the Luftwaffe, the sole German Phantom at AirVenture 2004, beginning its take‑off run with the black‑red‑gold fin‑top stripes clearly visible.
Previously operated with the German Air Force Training Unit at Holloman AFB for Luftwaffe crew instruction, this F‑4F is shown accelerating down the runway at the start of its take‑off roll during AirVenture 2004, finished in a dark tactical scheme that reflects its late‑service appearance.
McDonnell Douglas F‑4F Phantom II of the Luftwaffe, the sole German Phantom at AirVenture 2004, climbing away as it departs on the final day.
Previously employed at Holloman AFB for training Luftwaffe crews, this F‑4F is captured here pitching up into its departure climb in its dark tactical finish, marking the end of its appearance at the 2004 Oshkosh show.
Custom single‑seat composite aerobatic homebuilt, carrying a fuselage‑mounted cylindrical rocket tube and finished in a full‑airframe shark‑themed scheme, displayed canopy‑open on the grass flight line at AirVenture 2004.
Built with smooth composite surfaces and a flat‑sided fuselage, this one‑off aerobatic special remains standard in configuration apart from the experimental rocket tube fitted beneath the centreline.
Lockheed C‑141A Starlifter 66‑0177 “Hanoi Taxi,” the first C‑141 to land in Hanoi during Operation Homecoming in 1973, shown with its crew door open and bearing the 4th Allied POW Wing emblem.
A key participant in the repatriation of American prisoners of war, this Starlifter became an icon of the Vietnam War’s closing chapter. Its distinctive markings commemorate its historic mission to bring the first group of returning POWs home under the motto Return With Honor.
Lockheed C‑141B Starlifter 66‑0177 “Hanoi Taxi,” shown on static display with ground power connected and visitors gathered around the aircraft.
A stretched and upgraded variant of the original C‑141A, this Starlifter is historically significant as the first aircraft to land in Hanoi during Operation Homecoming in February 1973, beginning the repatriation of American prisoners of war. It appears here in its Military Airlift Command transport scheme, with commemorative markings including the 4th Allied POW Wing emblem and the “First C‑141 to Hanoi” inscription beside the crew door.
Douglas DC‑3 (left) and Basler BT‑67 (right) parked on the flight line at AirVenture 2004, with visitors moving between the aircraft.
The DC‑3 represents the original 1930s Douglas transport that became one of the most influential aircraft in aviation history. Alongside it, the Basler BT‑67 shows the type’s modern evolution, featuring turboprop engines, structural upgrades, and extended utility for specialist and remote‑area operations. Both aircraft illustrate the enduring legacy of the DC‑3 airframe and its continued presence at Oshkosh.
Northrop T‑38A Talon on static display at AirVenture 2004, finished in the standard USAF gloss‑grey trainer scheme with both canopies open as visitors move around the aircraft.
The T‑38, the world’s first supersonic jet trainer, has served the U.S. Air Force since the early 1960s and continues to train generations of fighter and test pilots. This example appears on the Oshkosh flight line in its classic grey finish, a familiar sight at American airshows.
Basler BT‑67 PNC‑8256 of the Policía Nacional de Colombia on static display at AirVenture 2004, shown with its cargo door open as visitors move around the aircraft.
A modern turboprop conversion of the Douglas DC‑3, the BT‑67 incorporates structural upgrades, new avionics, and PT6A engines to extend the airframe’s operational life. Colombia employs the type for transport and internal‑security missions, making this example a rare international participant on the Oshkosh flight line.
Douglas DC‑3C N34 of the Federal Aviation Administration, based at the Mike Monroney Aeronautical Center in Oklahoma City, parked on the grass flight line at AirVenture 2004.
Operated by the FAA as a flying classroom and systems‑training platform, N34 is one of the agency’s long‑serving DC‑3C conversions, retaining the classic Douglas lines while supporting navigation‑aid inspection, flight‑inspection training, and public‑outreach duties. Its white and orange FAA scheme and open cabin door made it a popular exhibit at Oshkosh.
Aeroshell Aerobatic Team AT‑6 Texan (foreground) and Boeing B‑17G Flying Fortress (background) on static display at AirVenture 2004.
The Aeroshell Texan, finished in the team’s trademark red scheme with a black‑and‑white checkerboard cowling, represents one of the most recognisable warbird display aircraft on the North American airshow circuit. Behind it, the B‑17G Flying Fortress appears in olive‑drab Eighth Air Force markings, its red‑tail group colours recalling the heavy bomber formations of the Second World War. Both aircraft drew steady crowds on the Oshkosh ramp.
Jet‑powered Cozy homebuilt N722 on display at AirVenture 2004, shown with its canopy open as visitors examine the aircraft.
Based on the Rutan‑inspired Cozy canard design, this experimental aircraft replaces the traditional pusher propeller with a compact jet engine, creating one of the more unusual and ambitious homebuilt conversions seen at Oshkosh. Its canard layout, composite construction, and jet‑powered configuration made it a standout among the experimental aircraft on the flight line.
Air Command Commander Elite gyroplane N203FD on display in the ultralight area at AirVenture 2004, with the jet‑powered Cozy N722 visible behind it.
A popular factory‑produced autogyro of the period, the Commander Elite features a lightweight tubular frame, single‑seat layout, and pusher‑engine configuration beneath the rotor mast. Gyroplanes like N203FD were a familiar sight in the ultralight and homebuilt rotorcraft section at Oshkosh, illustrating the diversity of experimental flight on the field.
Air Command Commander Elite two‑seat gyroplane displayed beside a Zenith CH‑701 STOL aircraft on amphibious floats outside the EAA Sport Pilot Pavilion at AirVenture 2004.
The Commander Elite represents one of the most widely flown factory‑built autogyros of its era, with its open tubular frame and tandem seating. Alongside it, the CH‑701 demonstrates the versatility of Zenith’s STOL design when adapted for float operations, illustrating the range of experimental and sport‑pilot aircraft showcased at Oshkosh.
Interplane Skyboy ultralight on display near the Seawind exhibit at AirVenture 2004, shown in its yellow pusher configuration with a moulded cabin pod and high‑wing layout.
A Czech‑designed ultralight, the Skyboy combines a composite cabin pod with a tubular tailboom and pusher engine, offering light handling and excellent visibility. Its distinctive swept fin and clean lines made it stand out among the international sport‑pilot aircraft showcased at Oshkosh.
Seawind amphibian N46SW on display near the EAA Member Village at AirVenture 2004, shown with its high‑mounted pusher engine and composite hull resting on amphibious landing gear.
Promoted during the early 2000s certification effort, the Seawind combined a sleek composite fuselage, strut‑braced high wing and a tail‑mounted pusher engine to create one of the most distinctive personal amphibians on the Oshkosh flight line. Aircraft such as N46SW were regular features at the Seawind exhibit, illustrating the company’s push toward a certified production model.
Flightstar II SC ultralight on display at AirVenture 2004, finished in a blue‑and‑neon‑green scheme and shown with its high‑mounted pusher engine above the cockpit and single‑boom tail.
A popular two‑seat ultralight, the Flightstar II SC combines a composite cabin pod with a single aluminium tailboom and strut‑braced high wing, offering simple handling and excellent visibility. Aircraft like this were a familiar presence in the ultralight and sport‑pilot areas at Oshkosh during the early 2000s.
Enstrom F‑28F N8095R on display outside the Enstrom Helicopter Corporation pavilion at AirVenture 2004, with a 280‑series Enstrom carrying a partially legible N723B‑series registration parked beside it.
The F‑28F represents the later evolution of Enstrom’s piston‑powered line, while the adjacent 280‑series airframe shows the company’s sleeker, more aerodynamic styling. Together they illustrate the breadth of Enstrom’s light‑helicopter range during the early 2000s.