Today's Message Index:
----------------------
1. 04:49 AM - Re: Declared Emergency (Bill Watson)
2. 05:46 AM - Re: Declared Emergency (Jim Combs)
3. 05:56 AM - Re: Declared Emergency (Bill Watson)
4. 06:06 AM - Re: Declared Emergency (Justin Jones)
5. 06:08 AM - Re: Declared Emergency (Bill Watson)
6. 06:12 AM - Re: Declared Emergency (Bill Watson)
7. 08:35 AM - Re: Declared Emergency (Kelly McMullen)
8. 11:57 AM - Re: Windscreen Fairing (johngoodman)
9. 12:11 PM - Re: Declared Emergency (Bob Turner)
10. 04:07 PM - Re: Declared Emergency (David Saylor)
11. 05:55 PM - Thank you from Oshkosh - I'll definitely be back (Patrick Pulis)
12. 08:43 PM - Re: Thank you from Oshkosh - I'll definitely be back (David Saylor)
Message 1
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| Subject: | Re: Declared Emergency |
Good questions here.
First, my backup ASI (small round gauge UMA unit in MPH vs Knots) does
not share the static line. I simply left it open to cabin air and did
it on purpose. I still have the air valve I was going to install to
enable switching it between static system and cabin air. Thought about
it and just seemed like adding complexity so I left the valve on the
shelf and left the static port unattached. If the static line ices up,
no need to break the glass or anything because the UMA is already on
cabin air. So, the only thing my GRT AHRS and backup ASI share is the
pitot line. Sounds like water...
Re the AP, I'm going back to read my Trutrak manual to once again try to
grok it's workings but what I saw momentarily was an "AS" appear on the
AP screen which I think means it saw too low airspeed, 'thought' the
plane was stalling and therefore commanded a pitch down. In any case
this is the kind of incident that will make me a bit more knowledgeable
about my AP's operation.
I also have a Trutrak ADI which also flashed an "AS". I wasn't really
paying attention to it but recall that it indicated the same thing
momentarily on a recent flight. Perhaps a first responder of sorts.
On 7/23/2015 10:51 PM, Berck E. Nash wrote:
>
> On 07/23/2015 05:36 PM, Bill Watson wrote:
>> During the steep straight-in approach to Runway 4 I noted that both my
>> GRT EFIS with dual AHRS and the backup airspeed indicator were giving
>> erroneous readings. Since they only share the pitot feed upstream of
>> the dual AHRS connection, problem determination should be simple and is
>> likely water. I'll let you all know what I find.
> I assume they also share a static line? I'm a little confused about why
> the autopilot would use airspeed to hold altitude? I, admittedly, know
> nothing about how autopilots work, but it seems like if I were
> programming an autopilot I'd have it track a pressure a altitude to hold
> an altitude.
>
>
Message 2
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| Subject: | Re: Declared Emergency |
It would very interesting to talk to the EFIS folks and see if they do any
kind of validating the Pitot system against GPS (and call / flag any
significant deviation of the two).
Jim C
On Thu, Jul 23, 2015 at 9:14 PM, Jack Philips <jack@bedfordlandings.com>
wrote:
> Very interesting. Do you by chance have ForeFlight on your i-Pad with a
> Stratus 2s? One reason I bought that setup was to give me a set of backu
p
> instruments in case everything else went south (the Stratus 2s has a buil
t
> in AHRS). Of course it would be referencing the GPS and reading
> groundspeed, not airspeed, but it should be close.
>
>
> I=99ve always found the folks at KLYH Tower to be friendly and cour
teous.
> Glad they could help you.
>
>
> Jack Phillips
>
> #40610 =93 Fuselage and finally getting back to work on my RV-10 af
ter a
> 3-year hiatus
>
>
> *From:* owner-rv10-list-server@matronics.com [mailto:
> owner-rv10-list-server@matronics.com] *On Behalf Of *Bill Watson
> *Sent:* Thursday, July 23, 2015 7:36 PM
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Declared Emergency
>
>
> Yes, so today I had what I think was my first in-flight problem with my
> '10 and it resulted in a declared emergency and precautionary landing. N
o
> big deal but an interesting experience.
>
> Flying home this morning from Pittsburgh to Durham NC, we had entered IMC
> conditions as we approached a wad of early morning cells. I requested a
> climb and a deviation in an effort to find VMC before getting too close
to
> the cells. In the ever continuing effort to maintain hand flying skills
> with an extremely capable 2 axis autopilot, I decided to hand fly the pla
ne
> and enjoy the challenge of flying to standard in light convective chop.
> Flightaware Information
> <http://flightaware.com/live/flight/N215TG/history/20150723/1215Z/KAGC/KL
YH>
>
> At one point I decided to let Tiger fly it for awhile so I could figure
> out my next move. Tiger immediately began a diving turn so I switched hi
m
> off and resumed hand flying. Figuring that I had missed one of the button
s
> during my transition, I did another Direct-to and made sure I was exactly
> on altitude before giving it back to Tiger. Tiger performed another divi
ng
> altitude excursion.
>
> Both excursions exceeded 200' but they were not called out by ATC (nor
> are they visible in the Flightaware track). It took a minute or two to
> figure out what the problem was; I had lost an accurate airspeed indicati
on.
>
> This is not a particularly big problem other then it rendered my autopilo
t
> unusable (I have not yet explored whether or how my Trutrak unit could ha
ve
> been used in some degraded mode without a good airspeed indication).
>
> I told ATC that I had a problem with my airspeed indicator and I requeste
d
> vectors and a descent to VMC and a landing. I was given a turn and a
> descent by the controller and was asked whether I was declaring an
> emergency. I said "yes". Very quickly a more sure voiced controller too
k
> over and directed me to lovely Lynchburg Regional. I broke out into hazy
> VMC at 5,000' over familiar territory. I fly over Lynchburg on many trip
s
> but hoped to never have to land there.
>
> During the steep straight-in approach to Runway 4 I noted that both my GR
T
> EFIS with dual AHRS and the backup airspeed indicator were giving erroneo
us
> readings. Since they only share the pitot feed upstream of the dual AHRS
> connection, problem determination should be simple and is likely water.
> I'll let you all know what I find.
>
> Some thoughts:
>
> - I'm lucky and glad that the failure occurred while hand flying. If
> Tiger had been flying, it could have been much more confusing. Having
said
> that, Tiger does 99% of my flying.
> - Declaring an emergency, even if done reluctantly, clears the mind
> along with the airspace. Loss of airspeed in IMC is no big deal but
once
> detected, it's nice to be able to focus on flying the plane without ot
her
> distractions (once you answer the standard 'souls on board' and 'fuel'
> questions)
> - I recall a few discussions regarding the '10's mechanical stall
> warning system. Mine is in place and operational. It was a comfort
> knowing it was there as a backstop during my approach and landing. I'
m
> glad I put it in.
> - Darn the '10 is a sweet plane!!
>
> That's it so far. Need to go fill out an ASRS report.
>
> Bill "declared my first emergency today" Watson
>
>
> http://www.matronic================= <
http://www.matronics.com/Navigator?RV10-List>
>
> http://forums.matronics.com - List Contribution Web generous
> nbsp; --> http://www.matronics.com/c
>
>
> <http://www.matronics.com/contribution>
>
> *
>
===========
onics.com/Navigator?RV10-List>
===========
===========
om/contribution>
===========
>
> *
>
>
Message 3
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| Subject: | Re: Declared Emergency |
On 7/23/2015 8:09 PM, Justin Jones wrote:
> This brings up a great point and an excellent technique. During flight
> testing or at any point, it is a good idea to establish and have known
> pitch and power settings for different configurations and phases of
> flight. For instance, if you know that 2400 RPM, 18" of manifold
> pressure and 2 degrees nose high will give you 100 kts with flaps up,
> and that a notch of flaps, 15" manifold pressure and 1 degree nose low
> will give you a 600 fpm descent rate at 100 kts, you have an target to
> shoot for and it can help to keep you alive during these kinds of
> emergencies (no airspeed indication) where you can not re-enter vmc
> flight.
>
> The Air Force, the Navy, civilian King Air medevac companies, and even
> my current job flying 747s all taught this concept of flying. Know
> your pitch and power settings and watch how easy flying becomes.
>
Absolutely true! I had all this worked out and memorized on my old
Maule, though it is a much simpler set of things to remember (RPM,
pitch, don't worry about flaps until visual or on the ground).
Despite repeated efforts to establish such a set of numbers for my '10
in various flight configurations, write them down for reference during
flight, memorize them, and use them for instrument approach
work....shhhhh.... I don't know them or use them,/**/ sacr/ bleu!/!
(Of course I have some standard settings for climb and cruise at various
altitudes memorized but that's easy)
This information is invaluable in a round gauge panel. Lacking a view
outside it greatly simplifies keeping things upright and on track. With
a syn-vision EFIS equiped with a flight director, flight path marker,
RNAV approaches and all the usual artificial horizon, lubber lines, Nav
and GPS indicators, I just haven't memorized the RPM/MP/flap/pitch
combinations needed. I do have a set of per cent power settings
memorized (an amalgam of RPM & MP) that will give me level flight and
glide slope flight at my standard airspeeds. If I need to slow it all
down for a non-precision approach into a smallish field I add about 10%
power for flaps on the final segment. Otherwise the gear is always
down, my AP is usually working and once on a precision approach segment
all I have to do is aim the FPM at the next lollipop and keep the engine
loud (btw, the Flight Director works as well as the FPM, and both
together is better than VMC). If for ANY reason my stall warning buzzer
goes off - pitch down and power up and figure out what the freak
happened. That's never happened except in the flare.
Of course this makes and keeps me an amateur because pros train more
rigorously and fly more challenging aircraft.
Postscript:
Had an interesting conversation with a pro while debriefing myself in
the KLYH lounge. He was flying a turbo Cirrus for a group of
owners/business people who were casually trying to learn to fly while
flying around doing real estate deals or something. We started feeling
each other out. He said people have told him the '10 resembles a
Cirrus, I said the Cirrus is a very capable plane. He agreed that it
better be at $800k though it lacked a second fan and turbines but it did
have a BRS. I agreed and boasted of my <$<200k non-turbo, non-BRS
Cirrus-like homebuilt, it's sweet!
I asked him if he would use the BRS. He said yes and I replied I'm not
sure I would. We both knew that stats indicated that using it and using
it promptly when it can be effective will save lives, so eventually we
both agreed that we would use it.
Then I started to spin my very recent experience into a Cirrus version
of it where the AP is engaged and one is droning along in some bumpy
soup. Suddenly it pitches down along with some warning indications.
The pilot finds he is approaching an unusual attitude with the AP taking
him there. With a bit of adrenaline surging, he first fights the AP,
then disengages, then fights the trim as the unusual attitude training
hopefully kicks in. Since he has remained current for the past few
years, he hasn't had an IPC recently and recurrent training has not been
done. So he's a little rusty on the recovery and finds himself a bit
confused and remains in something other than straight and level flight;
do you pull the BRS or continue to recover? Oh, by the way he was at 7k
over the 4-5k ridges of the Appalachians so there's that. And by the
way, something like that just happened to me... and that's why the fire
truck was out.
Both of us would have a hard time pulling it. He because he flies a lot
of turbine equipment and gets regular recurrent training with lots of
failure simulations and unusual attitude practice. Me because I just
'know' I could recover. I believe the Cirrus people train you to pull
it in that circumstance. Interesting on many fronts.
Bill "welcoming the excuse to up my game" Watson
Message 4
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| Subject: | Re: Declared Emergency |
A.C. 90-89B section 4-8.B addresses how to use the gps to validate airspeed r
eadings.
> On Jul 24, 2015, at 08:43, Jim Combs <jiminlexky@gmail.com> wrote:
>
> It would very interesting to talk to the EFIS folks and see if they do any
kind of validating the Pitot system against GPS (and call / flag any signif
icant deviation of the two).
>
> Jim C
>
>> On Thu, Jul 23, 2015 at 9:14 PM, Jack Philips <jack@bedfordlandings.com> w
rote:
>> Very interesting. Do you by chance have ForeFlight on your i-Pad with a S
tratus 2s? One reason I bought that setup was to give me a set of backup in
struments in case everything else went south (the Stratus 2s has a built in A
HRS). Of course it would be referencing the GPS and reading groundspeed, no
t airspeed, but it should be close.
>>
>>
>>
>> I=99ve always found the folks at KLYH Tower to be friendly and cour
teous. Glad they could help you.
>>
>>
>>
>> Jack Phillips
>>
>> #40610 =93 Fuselage and finally getting back to work on my RV-10 af
ter a 3-year hiatus
>>
>>
>>
>> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server
@matronics.com] On Behalf Of Bill Watson
>> Sent: Thursday, July 23, 2015 7:36 PM
>> To: rv10-list@matronics.com
>> Subject: Re: RV10-List: Declared Emergency
>>
>>
>>
>> Yes, so today I had what I think was my first in-flight problem with my '
10 and it resulted in a declared emergency and precautionary landing. No bi
g deal but an interesting experience.
>>
>> Flying home this morning from Pittsburgh to Durham NC, we had entered IMC
conditions as we approached a wad of early morning cells. I requested a cl
imb and a deviation in an effort to find VMC before getting too close to th
e cells. In the ever continuing effort to maintain hand flying skills with
an extremely capable 2 axis autopilot, I decided to hand fly the plane and e
njoy the challenge of flying to standard in light convective chop.
>> Flightaware Information
>>
>> At one point I decided to let Tiger fly it for awhile so I could figure o
ut my next move. Tiger immediately began a diving turn so I switched him of
f and resumed hand flying. Figuring that I had missed one of the buttons dur
ing my transition, I did another Direct-to and made sure I was exactly on al
titude before giving it back to Tiger. Tiger performed another diving altit
ude excursion.
>>
>> Both excursions exceeded 200' but they were not called out by ATC (nor a
re they visible in the Flightaware track). It took a minute or two to figur
e out what the problem was; I had lost an accurate airspeed indication.
>>
>> This is not a particularly big problem other then it rendered my autopilo
t unusable (I have not yet explored whether or how my Trutrak unit could hav
e been used in some degraded mode without a good airspeed indication).
>>
>> I told ATC that I had a problem with my airspeed indicator and I requeste
d vectors and a descent to VMC and a landing. I was given a turn and a desc
ent by the controller and was asked whether I was declaring an emergency. I
said "yes". Very quickly a more sure voiced controller took over and direc
ted me to lovely Lynchburg Regional. I broke out into hazy VMC at 5,000' ov
er familiar territory. I fly over Lynchburg on many trips but hoped to neve
r have to land there.
>>
>> During the steep straight-in approach to Runway 4 I noted that both my GR
T EFIS with dual AHRS and the backup airspeed indicator were giving erroneou
s readings. Since they only share the pitot feed upstream of the dual AHRS c
onnection, problem determination should be simple and is likely water. I'll
let you all know what I find.
>>
>> Some thoughts:
>>
>> I'm lucky and glad that the failure occurred while hand flying. If Tiger
had been flying, it could have been much more confusing. Having said that,
Tiger does 99% of my flying.
>> Declaring an emergency, even if done reluctantly, clears the mind along w
ith the airspace. Loss of airspeed in IMC is no big deal but once detected
, it's nice to be able to focus on flying the plane without other distractio
ns (once you answer the standard 'souls on board' and 'fuel' questions)
>> I recall a few discussions regarding the '10's mechanical stall warning s
ystem. Mine is in place and operational. It was a comfort knowing it was t
here as a backstop during my approach and landing. I'm glad I put it in.
>> Darn the '10 is a sweet plane!!
>> That's it so far. Need to go fill out an ASRS report.
>>
>> Bill "declared my first emergency today" Watson
>>
>>
>>
>> http://www.matronic================
>> http://forums.matronics.com - List Contribution Web generous nbsp
; --> http://www.matronics.com/c
>>
>>
>>
>> get="_blank">http://www.matronics.com/Navigator?RV10-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>
>
>
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D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
Message 5
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| Subject: | Re: Declared Emergency |
On 7/23/2015 9:14 PM, Jack Philips wrote:
>
> Very interesting. Do you by chance have ForeFlight on your i-Pad with
> a Stratus 2s? One reason I bought that setup was to give me a set of
> backup instruments in case everything else went south (the Stratus 2s
> has a built in AHRS). Of course it would be referencing the GPS and
> reading groundspeed, not airspeed, but it should be close.
>
> Ive always found the folks at KLYH Tower to be friendly and
> courteous. Glad they could help you.
>
>
I have Foreflight but not Stratus. However my G430w displays GPS
groundspeed and I did use it for a reference though of course the wind
is included and it is TAS rather than IAS which could be an issue if up
high.
Next time beore landing I'll fashion a small square to cover up my
erroneous IAS number on the EFIS if this ever happens again. That can
be confusing. The airspeed tape is not confusing - very easy to disregard.
I use Foreflight all the time and have it mounted on a center console
for easy use but I don't try to use it as part of my backup plan. I've
tried to keep it all on the panel with 3 EFIS screens - same model and
manufacturer - dual AHRS and a 2 bus electrical system with 2 batteries
and 2 alternators. They run independently so if anything fails, the
other side is still up. The faulty side can be shut down and all
components switched to run on the remaining system until fuel
exhaustion. Then I have a round gauge panel with a TT ADI with
independent backup battery.
Definite overkill but robust and simple to use.
Message 6
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| Subject: | Re: Declared Emergency |
On 7/24/2015 8:43 AM, Jim Combs wrote:
> It would very interesting to talk to the EFIS folks and see if they do
> any kind of validating the Pitot system against GPS (and call / flag
> any significant deviation of the two).
>
That would be interesting. The AP flagged with an "AS" and seemed to go
into stall prevention mode, the ADI flagged with an "AS" and killed the
GPS azimuth display, the EFIS just gave me erroneous airspeeds and it
could do better than that. Yes
Message 7
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| Subject: | Re: Declared Emergency |
Some classes for high performance aircraft teach using rpm/100 + MP gives a
ballpark power setting. Say 49=75%, 48=70, 47=65, etc. or whatever it is
for the given airframe. This is very easy to remember, and it doesn't
matter more than a percent or two if you choose 2600 and 22" or 2300 and
25". I generally leave rpm alone for approach phase because my Mooney has
a restricted range from 2100-2350 on the engine/prop combination, and 2500
with appropriate MP is easy to manage, as well as enough rpm if you happen
to need to go around that you can firewall throttle without any concerns of
hurting anything. The last 20 hp or so available with 2700 just isn't that
critical in 99.94% of go arounds. It also means that for approach I am only
looking at MP for power, and can remember that 15-18" will get me to where
I fine tune to go up or down or hold level. Because flaps have low max
speed, in fact same speed as RV-10, I don't use them for instrument
approaches until runway is in sight and landing assured.
Whatever you are using for backup instrumentation needs to be easy to scan,
and located such that you can easily use as a tiebreaker between dual EFIS.
I chose a Dynon D1 for that purpose, but there are many other ways to
approach it. Having same brand as my EFIS is good for having same display
format. However, because my backup has its own battery and GPS and
software, it is not likely to suffer a common failure with the EFIS. It
isn't connected to pitot/static, giving you only GPS ground speed, ground
track and GPS altitude, but that should be enough to keep the dirty side
down until you can go visual.
Standardizing what you do for 95% of your approaches and landings allows
minimum brain effort when something fails...just keep the rest of settings
where they normally are. Obviously you adjust for the unusual short
field/soft field, etc.
On Fri, Jul 24, 2015 at 6:09 AM, Bill Watson <Mauledriver@nc.rr.com> wrote:
>
> On 7/24/2015 8:43 AM, Jim Combs wrote:
>
>> It would very interesting to talk to the EFIS folks and see if they do
>> any kind of validating the Pitot system against GPS (and call / flag any
>> significant deviation of the two).
>>
>> That would be interesting. The AP flagged with an "AS" and seemed to go
> into stall prevention mode, the ADI flagged with an "AS" and killed the GPS
> azimuth display, the EFIS just gave me erroneous airspeeds and it could do
> better than that. Yes
>
>
Message 8
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| Subject: | Re: Windscreen Fairing |
I went a different route, and am very happy with it. I used a piece of shaped aluminum,
instead.
John
--------
#40572 Phase One complete in 2011
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=445157#445157
Attachments:
http://forums.matronics.com//files/windshield_921.jpg
Message 9
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| Subject: | Re: Declared Emergency |
This discussion points out that many pilots do not fully understand the failure
modes or programmed behavior of their equipment.
For example, the TT and Trio autopilots both have stall protection built into their
software, and will dump the nose down if IAS drops below some pre-set level.
The TruTrak ADI is of course not a real AI, long-term the vertical response is
set by the VSI. So if your actual airspeed is slowly decreasing, and you are slowly
raising the nose in response, the ADI will show nose-level, not nose high
which in fact is what is happening. That is why the software displays the warning
if it detects low ASI. (I am not sure if the 2 1/4" display shows that warning??).
Your GRT display, if operating properly, should continue to give good attitude
information, even with a failing ASI.
OTOH, the Dynon EFISs use the ASI as part of their attitude solution. Latest software
attempts to discover ASI failures, and revert to GPS speed data, but there
has been at least one report of an ASI partial failure bad enough to cause
an erroneous AI display, but not bad enough to trigger the change over to GPS
data. I believe (but am not certain) that the TC and VSI data continue to function
properly.
So these EFIS units can be flown with an ASI failure, but the pilot has to know
what to expect to work, and what not. And it is hard to ignore the ASI when the
airspeed shows very low. (and in a Dynon, ignore the AI and just use the TC
bars and VSI)
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=445158#445158
Message 10
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| Subject: | Re: Declared Emergency |
My CFII insisted that I test and make a card for various power settings and
conditions. I used it "loose leaf" when I was training. It was so handy I
incorporated it into my checklist. See attached photo. "Flaps1" means
unreflexed, 0 degrees, etc. YMMV.
--Dave
On Friday, July 24, 2015, Bill Watson <Mauledriver@nc.rr.com> wrote:
>
> Good questions here.
>
> First, my backup ASI (small round gauge UMA unit in MPH vs Knots) does not
> share the static line. I simply left it open to cabin air and did it on
> purpose. I still have the air valve I was going to install to enable
> switching it between static system and cabin air. Thought about it and
> just seemed like adding complexity so I left the valve on the shelf and
> left the static port unattached. If the static line ices up, no need to
> break the glass or anything because the UMA is already on cabin air. So,
> the only thing my GRT AHRS and backup ASI share is the pitot line. Sounds
> like water...
>
> Re the AP, I'm going back to read my Trutrak manual to once again try to
> grok it's workings but what I saw momentarily was an "AS" appear on the AP
> screen which I think means it saw too low airspeed, 'thought' the plane was
> stalling and therefore commanded a pitch down. In any case this is the
> kind of incident that will make me a bit more knowledgeable about my AP's
> operation.
>
> I also have a Trutrak ADI which also flashed an "AS". I wasn't really
> paying attention to it but recall that it indicated the same thing
> momentarily on a recent flight. Perhaps a first responder of sorts.
>
> On 7/23/2015 10:51 PM, Berck E. Nash wrote:
>
>>
>> On 07/23/2015 05:36 PM, Bill Watson wrote:
>>
>>> During the steep straight-in approach to Runway 4 I noted that both my
>>> GRT EFIS with dual AHRS and the backup airspeed indicator were giving
>>> erroneous readings. Since they only share the pitot feed upstream of
>>> the dual AHRS connection, problem determination should be simple and is
>>> likely water. I'll let you all know what I find.
>>>
>> I assume they also share a static line? I'm a little confused about why
>> the autopilot would use airspeed to hold altitude? I, admittedly, know
>> nothing about how autopilots work, but it seems like if I were
>> programming an autopilot I'd have it track a pressure a altitude to hold
>> an altitude.
>>
>>
>>
>
>
Message 11
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| Subject: | Thank you from Oshkosh - I'll definitely be back |
Thank you for all those fellow builders who made me feel so welcome at Oshkosh
throughout the week, it was a pleasure to have met you all and talked aviation.
Regrettably my aviation adventure draws to a close tomorrow as we move on to Canada.
As mentioned to all those I met, if you're planning on traveling via Adelaide in
South Australia, please contact me in advance, I look forward to have a cold
something with you.
Warm regards and safe skies to you all.
Patrick Pulis
Adelaide, South Australia via Oshkosh, Wisconsin
Message 12
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| Subject: | Re: Thank you from Oshkosh - I'll definitely be back |
I'm glad to have bumped in to you too, Patrick. Enjoy the rest of your trip!
--Dave
On Friday, July 24, 2015, Patrick Pulis <rv10free2fly@yahoo.com.au> wrote:
> <javascript:;>>
>
> Thank you for all those fellow builders who made me feel so welcome at
> Oshkosh throughout the week, it was a pleasure to have met you all and
> talked aviation.
>
> Regrettably my aviation adventure draws to a close tomorrow as we move on
> to Canada.
>
> As mentioned to all those I met, if you're planning on traveling via
> Adelaide in South Australia, please contact me in advance, I look forward
> to have a cold something with you.
>
> Warm regards and safe skies to you all.
>
> Patrick Pulis
> Adelaide, South Australia via Oshkosh, Wisconsin
>
>
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