I want to build the most EVIL plane EVER !!!

"Dennis Fetters" wrote

Blah, blah, blah, blah. We've heard it all before.

I predicted this:

Others could add more, and I'm sure Dennis will refute every single thing
I
have written, but he has had much practice defending himself.

Did I call it, or what.

By the way, independent thinkers, anyone notice that the only one defending
the mini-500 is Dennis? You would think that if it were worth a half a
damn, at least one or two would have a positive report about the subject. I
have noted none stepping forward.
--
Jim in NC

Jim wrote:
By the way, independent thinkers, anyone notice that the only one defending
the mini-500 is Dennis?

Great minds think alike, just kidding...

He got caught many times and many years before defending himself with
his other multiple personalities, but too STUPID to use a different
computer.

Morgans wrote:

The engine in the mini was running at something like 130% of the
manufacturer's recommended power level. It had to be re-jetted to produce
that much power, and had a horrible TBO and mean time between failures.

It barely had enough power to get out of ground effect hover, so climbout
was so slow that if took much longer than usual to get enough altitude that
an autorotation could be successfully pulled off.

Though the CH-7 Angel succeeded with the same engine.
http://tinypic.com/i6z390.jpg
(There's Mr. Cicare on the right)

Smitty Two wrote:

In article _jMkf.602344$_o.270005@attbi_s71,
"C.D.Damron" wrote:


"Dennis Fetters" wrote in message
y.com...

If you had some real-earth experience in what you were saying, then you
would not be saying it.

You don't have to design and market a helicopter to understand that you
should probably design and test your product adequately before selling it.
Call me old fashioned, but that is how I think it should be done, especially
if lives are at stake.


Maybe you "should," but if that were the business model prevalent in the
real world today, Microsoft wouldn't be who they are. Imagine a product
or service that needs to be "patched' every three days or so being
successful in the market place. Utterly incomprehensible to Mac users
and other men of proper wit. Snake oil goes by a lot of different
monikers in different industries, but it isn't likely to be pulled off
the shelves any time soon. Caveat Emptor.

While I have the virtual floor, I'll add that I don't know anything
about Mr. Fetters or his products, but since neither he nor his
detractors seem able to discuss the issues like gentlemen, I put little
credence in anything said here on this topic. That's unfortunate,
because while I might have learned something interesting if not useful,
all I've gained is another confirmation that flared nostrils do not win
friends and influence people.

I'm in the same boat as you. I know little about Dennis or his
helicopter(s). I know little about his detractors here. However, just
from reading the diatribes that crop up here every two years, I
personally think that Dennis comes across at least as credible as his
detractors. Most seem to just foam at the mouth a lot and make
accusations that they can't back up when he calls their bluff. It tends
to be entertaining for about five posts and then is just stupid.


Matt

Matt Whiting wrote:
I'm in the same boat as you. I know little about Dennis or his
helicopter(s). I know little about his detractors here. However, just
from reading the diatribes that crop up here every two years, I
personally think that Dennis comes across at least as credible as his
detractors. Most seem to just foam at the mouth a lot and make
accusations that they can't back up when he calls their bluff. It tends
to be entertaining for about five posts and then is just stupid.


Matt


Hello Matt,

Thank for taking the time to read them. Congratulations, you are now one
of my so-called aliases, as you will soon be called by one of these
yahoos here.

But, again, thanks for taking the time to read before just judging.


Dennis Fetters

Designer of;
Air Command 1/plcs Gyroplanes
Air Command 2/plcs Gyroplanes
Mini-500 1/Plcs Helicopter
Voyager-500 2/Plcs Helicopter
Excalibur 5/Plcs Turbine Helicopter
Star-Lite-A VTUAV Helicopter
Star-Lite-B VTUAV Helicopter

Matt Whiting wrote:
Smitty Two wrote:

In article _jMkf.602344$_o.270005@attbi_s71,
"C.D.Damron" wrote:


"Dennis Fetters" wrote in message
. com...

If you had some real-earth experience in what you were saying, then you
would not be saying it.


You don't have to design and market a helicopter to understand that you
should probably design and test your product adequately before
selling it.
Call me old fashioned, but that is how I think it should be done,
especially
if lives are at stake.



Maybe you "should," but if that were the business model prevalent in
the real world today, Microsoft wouldn't be who they are. Imagine a
product or service that needs to be "patched' every three days or so
being successful in the market place. Utterly incomprehensible to Mac
users and other men of proper wit. Snake oil goes by a lot of
different monikers in different industries, but it isn't likely to be
pulled off the shelves any time soon. Caveat Emptor.

While I have the virtual floor, I'll add that I don't know anything
about Mr. Fetters or his products, but since neither he nor his
detractors seem able to discuss the issues like gentlemen, I put
little credence in anything said here on this topic. That's
unfortunate, because while I might have learned something interesting
if not useful, all I've gained is another confirmation that flared
nostrils do not win friends and influence people.


I'm in the same boat as you. I know little about Dennis or his
helicopter(s). I know little about his detractors here. However, just
from reading the diatribes that crop up here every two years, I
personally think that Dennis comes across at least as credible as his
detractors. Most seem to just foam at the mouth a lot and make
accusations that they can't back up when he calls their bluff. It tends
to be entertaining for about five posts and then is just stupid.


Matt

Wow to bad you can't ask the dead people what they think!!!! Do the
research on the accidents in the FAA accident data base. Read the
reports on how the engine was abused. don't expect other people to
do the research for you.

Jerry Springer wrote:
Matt Whiting wrote:

Smitty Two wrote:

In article _jMkf.602344$_o.270005@attbi_s71,
"C.D.Damron" wrote:


"Dennis Fetters" wrote in message
. com...

If you had some real-earth experience in what you were saying, then
you
would not be saying it.



You don't have to design and market a helicopter to understand that you
should probably design and test your product adequately before
selling it.
Call me old fashioned, but that is how I think it should be done,
especially
if lives are at stake.




Maybe you "should," but if that were the business model prevalent in
the real world today, Microsoft wouldn't be who they are. Imagine a
product or service that needs to be "patched' every three days or so
being successful in the market place. Utterly incomprehensible to Mac
users and other men of proper wit. Snake oil goes by a lot of
different monikers in different industries, but it isn't likely to be
pulled off the shelves any time soon. Caveat Emptor.

While I have the virtual floor, I'll add that I don't know anything
about Mr. Fetters or his products, but since neither he nor his
detractors seem able to discuss the issues like gentlemen, I put
little credence in anything said here on this topic. That's
unfortunate, because while I might have learned something interesting
if not useful, all I've gained is another confirmation that flared
nostrils do not win friends and influence people.



I'm in the same boat as you. I know little about Dennis or his
helicopter(s). I know little about his detractors here. However,
just from reading the diatribes that crop up here every two years, I
personally think that Dennis comes across at least as credible as his
detractors. Most seem to just foam at the mouth a lot and make
accusations that they can't back up when he calls their bluff. It
tends to be entertaining for about five posts and then is just stupid.


Matt


Wow to bad you can't ask the dead people what they think!!!! Do the
research on the accidents in the FAA accident data base. Read the
reports on how the engine was abused. don't expect other people to
do the research for you.

I have no need to as I have no interest in the mini-500. I just get
tired of the prolonged rants that occur here every year or two. Both
sides come across pretty poorly and I was simply observing that.

Matt

Matt, just FYI only, many of us actually lost good friends in that
machine (mini500). In my case Gil Armbruster, so for some of us it
hits close to home. I guess you wouldn't understand unless you were in
our shoes.

Flyingmonk wrote:
Matt, just FYI only, many of us actually lost good friends in that
machine (mini500). In my case Gil Armbruster, so for some of us it
hits close to home. I guess you wouldn't understand unless you were in
our shoes.


I've lost friends also, but not in a helicopter. I understand the loss,
but what good does it do for your departed friend to keep beating a dead
horse in this ng?


Matt

Flyingmonk wrote:
Matt, just FYI only, many of us actually lost good friends in that
machine (mini500). In my case Gil Armbruster, so for some of us it
hits close to home. I guess you wouldn't understand unless you were in
our shoes.


This is what happened to Gil, show me where we were at fault;


RHCI INVESTIGATIVE FINDINGS
The pilot had installed his Mini-500 “Power Enhancement Package” (PEP),
and against RHCI’s severe warnings, chose not to use the provided jet
package containing a 2.76 needle jet. Instead he installed a 2.78
needle jet which meant that he needed a 155 main jet to achieve the
proper EGT in hover. RHCI informed the pilot that the engine would
seize with this small main jet, when at high-power settings it could not
supply sufficient fuel to the engine, causing it to heat and seize. The
main jet should have been a 165 or 170. Also, he had erroneously set
the needle in the third position on the cylinder that seized; the other
was correct in the fourth position. He was flying over a forest when
the engine seized, and autorotated into a 50-foot tall tree. The impact
broke the mast and the aircraft fell and landed upside down on the ground.

NTSB Identification: IAD99FA023
Accident occurred Nov-29-98 At Midland, VA
Aircraft: Armbruster Mini-500, registration: N500GH
Injuries: 1 Fatal

This is preliminary information, subject to change, and may contain
errors. Any errors in this report will be corrected when the final
report has been completed.

On November 29, 1998, about 1515 eastern standard time, a homebuilt Mini
500, N500GH, was destroyed during a collision with trees near Midland,
Virginia. The certificated private pilot/owner/builder was fatally
injured. Visual meteorological conditions prevailed for the local flight
that originated from the Manassas Airport (HEF), Manassas, Virginia. No
flight plan was filed for the personal flight conducted under 14 CFR
Part 91. A family member reported the pilot missing after not returning
from his normal 40 to 45 minute flight. The pilot's vehicle remained
parked outside his hangar the next morning, and the Federal Aviation
Administration issued an Alert Notice. The Civil Air Patrol's search
discovered that tower personnel at HEF recorded the helicopter taking
off at 1400. Witnesses stated that they saw the helicopter near Leesburg
Airport, Leesburg, Virginia, about 1430, and near Nokesville, Virginia,
about 1500, on November 29th. The helicopter was located on December 2,
1998, about 1530, in a wooded area approximately 1/4 mile
north/northeast of the Warrenton-Fauquier Airport, Warrenton, Virginia.
A survey of the debris field discovered that the initial impact point
was the top of a 50-foot tall tree. Tree limbs, measuring 4 to 6 inches
in diameter, were cut horizontally and found near the base of the tree.
One of the helicopter's rotors was lying on the ground near the tree;
the other was snagged on a fracture tree limb about 30 feet above the
ground. The main wreckage was lying on its left side between two trees 5
feet apart, and about 35 feet south of the initial impact point. All
major components of the helicopter were found at the accident scene.
Examination of the flight controls revealed continuity at the time of
impact. The engine logbook indicated that in August 1998, at 200.4 hours
on the Hobbs meter, the owner replaced both pistons, rings, wrist pins,
rod bearings, thermostat, and head o-rings. The Hobbs meter in the
wreckage read 218.7 hours. Inspection of the engine revealed two
different types of spark plugs were utilized, one of each type in the
two cylinders. The spark plugs were wired such that one magneto fired
one type of spark plug. Rotation of the crank shaft revealed 4 point
scuffing on the cylinder and the Power Take-Off (PTO) piston.