X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from outbound-mail02.dca.untd.com ([64.136.47.36] verified) by logan.com (CommuniGate Pro SMTP 6.0c1) with SMTP id 5697944 for flyrotary@lancaironline.net; Tue, 07 Aug 2012 18:14:20 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.136.47.36; envelope-from=alwick@juno.com DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=juno.com; s=alpha; t=1344377624; bh=47DEQpj8HBSa+/TImW+5JCeuQeRkm5NMpJWZG3hSuFU=; l=0; h=Message-ID:From:To:Subject:Date:Content-Type; b=sD95kbqOshOP3HL3ktQXrDSmEX8fsUGteFf3i/HPQakp8Z7CIcz8Fn0Fl9lphTLjk 2WojrLYkT+3qB5L/qBTmb8vKbnra4AalIYXTdsPIHFbVxdQJ/Q5bwTKlcgNLo/mvof HJtGBOO6DtYghj7i/vb8xfj7e8W0oCeeX6r9pYrE= Received: from Penny (50-39-183-151.bvtn.or.frontiernet.net [50.39.183.151]) by smtpout01.dca.untd.com with SMTP id AABJCDEZBARBLYZA for (sender ); Tue, 7 Aug 2012 15:12:49 -0700 (PDT) Message-ID: From: "Al Wick" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: Fuel Filters. Was: Rotary Forced Landing Date: Tue, 7 Aug 2012 15:12:44 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_080E_01CD74AF.1A630C10" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Windows Mail 6.0.6002.18197 X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6002.18463 X-UNTD-BodySize: 52393 X-ContentStamp: 130:65:2893753387 X-MAIL-INFO: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 87779b6a7e3faa3a036f5a77ef3aaf9f8e9a63becaaa9a2bdf63d39acafedb5bc38ebb37dea3cb6bc31e1e73aef333178e4f9e0f2e1eebce024a3a5f0a026f2f23eeeb439a7f2fe76f03f70a1f4ecf8e5f472fa7374b0ee31e3bbb3f37b72e77331a677fe3bb1abb3f2abbfa7f7ebb9a7e13be4a8a57aa4a63 X-UNTD-OriginStamp: L941HVjjYzDhN3itp//mkOLiWkF/HCwF4Fq29yVoQ66eLd+sFZhSNQ== X-UNTD-Peer-Info: 10.171.42.31|smtpout01.dca.untd.com|smtpout01.dca.untd.com|alwick@juno.com This is a multi-part message in MIME format. ------=_NextPart_000_080E_01CD74AF.1A630C10 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable < might have had an engine failure at 50'=20 I don't know what to say Rich. You're convinced a filter with 10 times = the surface area is more likely to fail? All of the evidence says the = complete opposite. Why don't you come up with a real world test to prove = your point? You could put your two methods side by side, then start adding debris.=20 -al ----- Original Message -----=20 From: ARGOLDMAN@aol.com=20 To: Rotary motors in aircraft=20 Sent: Tuesday, August 07, 2012 11:09 AM Subject: [FlyRotary] Re: Fuel Filters. Was: Rotary Forced Landing Of course, Al, I am missing the part where the hopped up autophile jumps on the = highway with his souped up car, steps on the small pedal and cruises at = 75%power, with no letup for say-- 4 hours, to be followed by a similar = situation over and over again. The flow for a 600HP engine would be considered, only if it were run = under the above circumstances. Most cars, unless long distance racers, many of which don't finish = (and one wonders if they, indeed use these types of filters,) = independent of their increased HP function at much much reduced HP and = fuel burn most of their lives (thus the old saw about not using an = automotive engine for an airplane). Aircraft engines, or engines used on = aircraft have different thirst needs. Not, IMNSHO noise, but possible = reality. Of course the vehicles with the fuel filters "totally unnecessary to = remove" are not designed to have the longevity nor the fuel burn of our = aircraft. Assume the life of an aircraft to be 20 years (although they are = considerably longer) Consider an average fuel burn of 10GPH Consider flying 100H per year Consider average auto at 20 MPG The aircraft at 20 years will have consumed 20,000 gal of the smelly = stuff. A similar flow in the auto would equate to 400,000 miles. Where the aircraft is still relatively "new" it is only very rarely = that an auto makes that kind of mileage and is typically shredded long = before that. Is it possible that these self-crap-shedding filters have, = for aviation purposes, a limited life span, which, since blind, can not = be evaluated, except at failure? The benefit of being able to look at a filter element is the ability = to take some recourse if problems pop up. Inability to inspect stops one = from not knowing (although, for some, there is solace in that). "If I = can't see it, it must not be there." What comes to mind is the situation with Chris Barber in which, for = whatever reason chunks (sheets) of epoxy-stuff were flaking into his = fuel tanks. I don't know how Chris determined this, but lets, for the = sake of conversation, this situation was not observable through the = filler neck (perhaps happening in a baffled area removed-- there are at = least 1 or 2, can't remember, however, the fuel pickup is visually = isolated from the filler neck area, and the flakes plugged the filter = due to their shape and size, he, after solving his cooling problems = might have had an engine failure at 50' on landing after a 5 hr cross = country. Of course, when he arrived back to Terra Firma, short of the = runway, hopefully in one piece, the un -seeable filter would have = "cleaned" itself, and the engine failure would have been, probably, = relegated to something else. Rich In a message dated 8/7/2012 10:24:47 A.M. Central Daylight Time, = alwick@juno.com writes: wrote: Yea, mine is an Earls cleanable high pressure with maybe = 10 sq cm worth of area. Will look into the Peterson. Thanks Tracy. Dave Leonard On Sun, Aug 5, 2012 at 10:48 AM, Tracy = wrote: Al probably means the filter that's on factory in-tank = pumps. OK, but very hard to implement on RV wet-wing tanks. I used a = gascolator for low side filter on my -4. Worked OK and when it clogged, = switching on the backup pump with main pump caused the screen disk to = collapse and let fuel bypass it. which is better than no fuel at all = but not an ideal solution. On the -8 i used a cleanable Peterson filter with = TONS of filter area, works great. That was a replacement for the = Summit Racing fuel filter with a filter element disk the size of a = nickel. It clogged up in about about 5 hours of flight. Tracy Sent from my iPad On Aug 5, 2012, at 10:18 AM, David Leonard = wrote: Yes, it was the high side filter. I don't have any = low side filters. Would be interested in a source for the self-cleaning = fool-proof low side filters that Al mentions. --=20 David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net On Sun, Aug 5, 2012 at 6:34 AM, Tracy = wrote: I assume Al is referring to the pump intake side = filter. So for the record, was it the inlet side or the high pressure = side filter that clogged? ( Both are needed ) >From the symptoms I'm = guessing high side but not sure. BTW, nice job! Tracy Sent from my iPad On Aug 4, 2012, at 3:53 PM, "Al Wick" = wrote: As long as your are rebuilding, tremendous = safety improvement by using same fuel filter method that all cars use. = No matter how much foreign material you throw at it, it can't clog. It = minimizes pressure drop, so lower risk of vapor lock. Self cleaning = filter. Self priming pumps.=20 -Al Wick Cozy IV powered by RDM Subaru 3.0R.=20 Expert at failure prevention methods, N9032U = 240+ hours from Portland, Oregon Glass panel design, Subaru install, Prop = construct, Risk assessment info: http://www.ez.org/pages/alwick/index.htm ----- Original Message -----=20 From: Jeff Whaley=20 To: Rotary motors in aircraft=20 Sent: Saturday, August 04, 2012 1:38 PM Subject: [FlyRotary] Re: Rotary Forced Landing Dave, having gone through recently what you = just experienced I would like to say GOOD JOB on getting down safely and = with such little damage. Anyway at 1500 AGL there isn't a lot of time = ... obviously you made the right choices. Jeff (Rebuilding my Ride) From: David Leonard = =20 Subject: Re: [FlyRotary] Fw: Fw: = [FlyRotary] Rotary Forced Landing=20 Date: Fri, 3 Aug 2012 06:18:47 -0700=20 To: Rotary motors in aircraft = =20 =20 =20 =20 Sigh.. Yup, that was me. I have been meaning to = fess up. We were at about 1500 agl when the fuses blew on my fuel pumps. = I was in a close formation of 40 aircraft at the time too. I think I got = some bad MOGAS somewhere in Iowa as I did notice my fuel return flow = creep downward but didn't think it was a big problem.=20 On the incident flight, a one hour = formation flight from SQI for a mass arrival at OSH, the return fuel = flow drifted down to zero. I actually though it was a sensor problem. I = didn't have the ability to give it a lot of attention because we were in = a loose formation. Soon after we pulled it together for a tight = formation power switched off. I tried to find a road, but quickly ran = out of options and put it down in a bean field. With the beans hitting = the flaps it brought me to a stop in about 200ft, just before I would = have gone into the full grown corn. As mentioned, wheel pants broke in = half but no other damage besides pulling bean leaves out of every nook = and cranny. The farmers were very nice, and the stories are true... they = have attractive daughters. They were out there barefoot in their Sunday = best enjoying the excitement. Helped me clean the fuel filter and = replace the fuses. Within a couple of hours I was able to take off from = one of their driveways as they all waived good bye (but strangely, no = one took me up on my offer for a ride). Landed at OSH just before dark to a = reserved parking space and a very warm reception from the formation = group and friends. Great support from everyone all around, though I am = trying to avoid the obvious new call signs they are trying to give me. --=20 David Leonard =20 This message, and the documents attached = hereto, is intended only for the addressee and may contain privileged or = confidential information. Any unauthorized disclosure is strictly = prohibited. If you have received this message in error, please notify us = immediately so that we may correct our internal records. Please then = delete the original message. Thank you.=20 --=20 David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net --=20 David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net ------=_NextPart_000_080E_01CD74AF.1A630C10 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
< might have had an = engine=20 failure at 50'
I don't know what to say=20 Rich. You're convinced a filter with 10 times the surface area is = more=20 likely to fail? All of the evidence says the complete opposite. Why = don't you=20 come up with a real world test to prove your point?
You could put your two = methods side by=20 side, then start adding debris.
 
-al
----- Original Message -----
From:=20 ARGOLDMAN@aol.com
Sent: Tuesday, August 07, 2012 = 11:09=20 AM
Subject: [FlyRotary] Re: Fuel = Filters.=20 Was: Rotary Forced Landing

Of course, Al,
 
I am missing the part where the hopped up autophile jumps on the = highway=20 with his souped up car, steps on the small pedal and cruises at = 75%power, with=20 no letup for say-- 4 hours, to be followed by a similar situation over = and=20 over again.
 
The flow for a 600HP engine would be considered, only if it were = run=20 under the above circumstances.
 
Most cars, unless long distance racers, many of which don't = finish (and=20 one wonders if they, indeed use these types of filters,) independent = of their=20 increased HP function at much much reduced HP and fuel burn most of = their=20 lives (thus the old saw about not using an automotive engine for an = airplane).=20 Aircraft engines, or engines used on aircraft have different thirst = needs.=20 Not, IMNSHO noise, but possible reality.
 
Of course the vehicles with the fuel filters "totally unnecessary to remove" are not = designed to have=20 the longevity nor the fuel burn of our aircraft.
 
Assume the life of an = aircraft to be=20 20 years (although they are considerably longer)
Consider an average fuel = burn of=20 10GPH
Consider flying 100H per=20 year
Consider average auto at = 20=20 MPG
 
The aircraft at 20 years = will have=20 consumed 20,000 gal of the smelly stuff.
A similar flow in the = auto would=20 equate to 400,000 miles.
 
Where the aircraft is = still=20 relatively "new" it is only very rarely that an auto makes that kind = of=20 mileage and is typically shredded long before that. Is it possible = that these=20 self-crap-shedding filters have, for aviation purposes, a limited life = span,=20 which, since blind, can not be evaluated, except at = failure?
 
The benefit of being able = to look at=20 a filter element is the ability to take some recourse if problems pop = up.=20 Inability to inspect stops one from not knowing (although, for some, = there is=20 solace in that). "If I can't see it, it must not be = there."
 
What comes to mind is the = situation=20 with Chris Barber in which, for whatever reason chunks (sheets) of = epoxy-stuff=20 were flaking into his fuel tanks. I don't know how Chris determined = this, but=20 lets, for the sake of conversation, this situation was not observable = through=20 the filler neck (perhaps happening in a baffled area removed-- there = are at=20 least 1 or 2, can't remember, however, the fuel pickup is visually = isolated=20 from the filler neck area, and the flakes plugged the filter due to = their=20 shape and size, he, after solving his cooling problems might have had = an=20 engine failure at 50' on landing after a 5 hr cross country. Of = course, when=20 he arrived back to Terra Firma, short of the runway, hopefully in one = piece,=20 the un -seeable filter would have "cleaned" itself, and the engine = failure=20 would have been, probably, relegated to something else.
Rich
 
In a message dated 8/7/2012 10:24:47 A.M. Central Daylight Time,=20 alwick@juno.com writes:
<not taken into account is that the fuel flow of an aircraft = is=20 significantly greater than that of a car
 
Not true in this modern = age. 30=20 years ago would have been true.
 
They do take high=20 flow into consideration. They design the systems to handle the=20 extremes. When we do qualification testing we measure how close we = are to=20 failure threshold. "Holy crap, if this guy has partially clogged = filter=20 similar to ones we find on Kentucky cars 15 years old. AND he is = running at=20 full throttle. AND he has replaced injectors with high flow=20 ones..........no, he's still within the safety margin."
 
Have to admit, I don't = know the=20 details of Mazda fuel flow thresholds. But I do know Japanese=20 companies are expert at design optimization. They do measure = how well=20 sys will perform in unusual applications. We have what's called = a=20 "noise array" and test how well sys handles unusual situations = outside of=20 our control. So high flow injectors would be in the noise array. As = would=20 fuel from "Bob's rusty tank".
 
Would flow for 600 hp = engine be=20 considered? No, not that extreme.
 
<filter/pump were removed inspected and cleaned, I = personally would=20 feel much better about that installation.
 
Yes, I think a lot of = people are=20 not used to the concept of a design so robust that failures can't = occur. In=20 the case of OEM fuel filtering, it's totally unnecessary to remove = and=20 inspect. If curious, use one of those scopes to peer into tank. In = this=20 case, remove and inspect would increase risk. I love the irony.=20
 
-al
 
-al
----- Original Message ----- =
From:=20 ARGOLDMAN@aol.com
To: Rotary motors in = aircraft=20
Sent: Tuesday, August 07, = 2012 7:39=20 AM
Subject: [FlyRotary] Re: = Fuel=20 Filters. Was: Rotary Forced Landing

Al,
 
Of course, what is not taken into account by the auto guys is = that=20 the fuel flow of an aircraft is significantly greater than that of = a car=20 and that old planes are still flying and don't have the = opportunity to=20 "pull over to the side if the filter gets plugged totally or=20 partially.
 
Now if, as part of a conditional inspection, the filter/pump = were=20 removed inspected and cleaned, I personally would feel much better = about=20 that installation.
 
Rich
 
In a message dated 8/6/2012 10:58:34 P.M. Central Daylight = Time,=20 alwick@juno.com writes:
Dave says:
<How does a filter "Self clean"?
 
I mentioned this a couple years ago. One of the guys called = Bull=20 Sh__. Well, not really, but what he did was most impressive. He = went to=20 local wrecking yard, bought two used coarse filters. They reside = in the=20 fuel tank. I think he spent like $5 or so.
Then he puts it in bucket, no I think he has old aquarium. = Attached=20 a pump to it. Then got some dirt and debris from yard and poured = it on.=20 As I recall he could not get it to clog. But the self cleaning = was=20 obvious when he added a little wave action and vibration to it. =
If you take this a little further, you can actually measure = pump=20 flow rate by timing how long it takes to fill jug. You can then = look at=20 jug contents so see how fine it screens. You can add a simple = altimeter=20 and measure pressure drop on pump inlet. Less pressure drop = means that=20 vapor lock risk is reduced. Tons of stuff you can measure that = no one=20 knows.
I'd think you'd find it takes around 1 tsp to clog the = traditional=20 aircraft filter...so planes crash. Yet it takes cups of dirt to = clog the=20 filter used by every single car manufacturer. Gigantic safety=20 improvement.
 
<How DO the car manufacturers overcome eventual filter=20 clogging/saturation? Just by making it so dang <large it = never=20 reaches that point?
 
I think they discovered that the larger the surface area, = the less=20 likely to clog. That's why they all have around 6 to 10 times = more=20 surface exposed to wave action than the filters of yesteryear. =
 
 
-al wick
----- Original Message ----- =
From:=20 Dave
To: Rotary motors in=20 aircraft
Sent: Monday, August = 06, 2012=20 6:57 AM
Subject: [FlyRotary] = Re: Fuel=20 Filters. Was: Rotary Forced Landing

For the ignorati among us, I must = ask.

How does a filter "Self clean"? How DO the car=20 manufacturers overcome eventual filter clogging/saturation? = Just by=20 making it so dang large it never reaches that=20 point?

Dave

On 8/6/2012 8:48 AM, Al Wick=20 wrote:
<how small of filtration do we need?
<size of a particle that will fit through the = injector=20 nozzle easily?
 
Excellent questions. You have one resource that stands = WAY=20 above others. What do the OEM vehicles use? They know = precisely what=20 the optimum surface area is, optimum filtration size. Too = fine, it=20 clogs needlessly. Too coarse, you increase risk of injector = clog.=20 Too little surface area, it won't last. They even take into=20 consideration unusual needs, like people that operate at = super high=20 flow rates.
 
A few decades ago, cars would periodically suffer = clogged=20 filters. Never happens any more because they have new tools = to=20 optimize designs. For example, their course filter screen = has around=20 10 times more surface area than any airplane filter. Self=20 cleaning,  screen size optimized. So debris can't = affect your=20 car. It's just brilliant.
 
I really worry about builders copying marginal fuel = designs.=20 Unaware of how close they are to the failure threshold. You = can fly=20 for years with marginal design, tell everyone "works great = for me".=20 Unaware you are promoting failure.
 
-al wick
 
----- Original Message = -----
From:=20 David=20 Leonard
To: Rotary motors in aircraft =
Sent: Sunday, = August 05, 2012=20 1:35 PM
Subject: = [FlyRotary] Fuel=20 Filters. Was: Rotary Forced Landing

So my next question is how small of = filtration do=20 we need?  ie, what is the size of a particle that = will fit=20 through the injector nozzle easily?

I was using the = Earls=20 sintered bronze element at 35microns, but I also could use = the SS=20 screen version at 85 mic.  The Peterson in line 600 = series is=20 MUCH more expensive and comes in 45, 60, and 100 micron SS = screens.

http://www.jegs.com/p/Peterson-Fluid-Systems/Pet= erson-600-Series-Fuel-Filters/1528539/10002/-1

 =20 Those do have more surface area but will be a hassle for = me to=20 retrofit, and not sure they are worth 4x the price of the=20 earls.  Lots of other brands I have  not = explored=20 yet.

I like the sintered bronze for strength and=20 durability.  Other opinions?

Dave = Leonard

On Sun, Aug 5, 2012 at 12:42 PM, = David=20 Leonard <wdleonard@gmail.com>=20 wrote:
Yea, mine is an Earls cleanable high = pressure with=20 maybe 10 sq cm worth of area.  Will look into the=20 Peterson.  Thanks Tracy.

Dave = Leonard

On Sun, Aug 5, 2012 at 10:48 = AM, Tracy=20 <rwstracy@gmail.com>=20 wrote:
Al probably means the filter that's on factory = in-tank=20 pumps.  OK, but very hard to implement on RV = wet-wing=20 tanks.   I used a gascolator for low side filter = on my=20 -4.  Worked OK and when it clogged, =  switching on=20 the backup pump with main pump caused the screen disk = to=20 collapse and let fuel bypass it.   which is = better than=20 no fuel at all but not an ideal solution.

On the -8 i used a cleanable  Peterson = filter with=20 TONS of filter area, works great.   That was a=20 replacement for the Summit Racing fuel filter with a = filter=20 element disk the size of a nickel.  It clogged up = in=20 about about 5 hours of flight.

Tracy

Sent from my iPad

On Aug 5, 2012, at 10:18 AM, David Leonard = <wdleonard@gmail.com>=20 wrote:

Yes, it was the high side filter.  I don't = have=20 any low side filters.  Would be interested in a = source=20 for the self-cleaning fool-proof low side filters = that Al=20 mentions.

--
David Leonard

Turbo = Rotary=20 RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net

On Sun, Aug 5, 2012 at 6:34 = AM, Tracy=20 <rwstracy@gmail.com>=20 wrote:
I assume Al is referring to the pump intake = side=20  filter.    So for the record, was = it the=20 inlet side or the high pressure side filter that = clogged?=20  ( Both are needed ) >From the symptoms = I'm=20 guessing high side but not sure.

BTW,  nice job!

Tracy

Sent from my iPad

On Aug 4, 2012, at 3:53 PM, "Al Wick" = <alwick@juno.com>=20 wrote:

As long as your are rebuilding, tremendous = safety=20 improvement by using same fuel filter method = that all=20 cars use. No matter how much foreign material=20 you throw at it, it can't clog. = It minimizes=20 pressure drop, so lower risk of vapor lock. Self = cleaning filter. Self priming pumps.
 
-Al Wick
Cozy IV powered by RDM Subaru = 3.0R.=20
Expert at failure prevention methods, N9032U = 240+=20 hours from Portland, Oregon
Glass panel = design,=20 Subaru install, Prop construct, Risk assessment=20 info:
http://www.ez.org/pages/alwick/index.htm
----- Original = Message=20 -----
From:=20 Jeff Whaley =
To: Rotary motors in=20 aircraft
Sent: = Saturday,=20 August 04, 2012 1:38 PM
Subject:=20 [FlyRotary] Re: Rotary Forced Landing

Dave, having gone through recently what you = just=20 experienced I would like to say GOOD JOB on = getting=20 down safely and with such little damage.  = Anyway=20 at 1500 AGL there isn't a lot of time ... = obviously=20 you made the right choices.

Jeff

(Rebuilding my Ride)

 

From: David Leonard <wdleonard@gmail.com>
Subject: Re: [FlyRotary] Fw: Fw: [FlyRotary] = Rotary=20 Forced Landing
Date: Fri, 3 Aug 2012 06:18:47 = -0700
To: Rotary motors in aircraft <flyrotary@lancaironline.net>

=20
Sigh..

Yup, that was me. I have = been=20 meaning to fess up. We were at about = 1500 agl=20 when the fuses blew on my fuel pumps. I = was in a=20 close formation of 40 aircraft at the = time too.=20 I think I got some bad MOGAS somewhere = in Iowa=20 as I did notice my fuel return flow = creep=20 downward but didn't think it was a big = problem.=20

On the incident flight, a one = hour=20 formation flight from SQI for a mass = arrival at=20 OSH, the return fuel flow drifted down = to zero.=20 I actually though it was a sensor = problem. I=20 didn't have the ability to give it a lot = of=20 attention because we were in a loose = formation.=20 Soon after we pulled it together for a = tight=20 formation power switched off. I tried to = find a=20 road, but quickly ran out of options and = put it=20 down in a bean field. With the beans = hitting the=20 flaps it brought me to a stop in about = 200ft,=20 just before I would have gone into the = full=20 grown corn. As mentioned, wheel pants = broke in=20 half but no other damage besides pulling = bean=20 leaves out of every nook and cranny. The = farmers=20 were very nice, and the stories are = true... they=20 have attractive daughters. They were out = there=20 barefoot in their Sunday best enjoying = the=20 excitement. Helped me clean the fuel = filter and=20 replace the fuses. Within a couple of = hours I=20 was able to take off from one of their = driveways=20 as they all waived good bye (but = strangely, no=20 one took me up on my offer for a=20 ride).

Landed at OSH just before = dark to=20 a reserved parking space and a very warm = reception from the formation group and = friends.=20 Great support from everyone all around, = though I=20 am trying to avoid the obvious new call = signs=20 they are trying to give me.

-- =
David=20 = Leonard
This=20 message, and the documents attached hereto, is = intended only for the addressee and may = contain=20 privileged or confidential information. Any=20 unauthorized disclosure is strictly = prohibited. If you=20 have received this message in error, please = notify us=20 immediately so that we may correct our = internal=20 records. Please then delete the original = message.=20 Thank you.=20 =

=
<= BR>
--
David Leonard

Turbo Rotary = RV-6=20 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net


--
David Leonard

Turbo Rotary = RV-6=20 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net

<= /FONT> ------=_NextPart_000_080E_01CD74AF.1A630C10--