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#31
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Rich wrote:
Rotax Operators Manual, page 4-2 "Warning: This engine, by its design, is subject to sudden stoppage". Evidently, you didn't read that far. A statement like you made is only meant to be slanderous and mean Which statement? All my statements are shown above. The first one is based on the 2nd. The 2nd is straight out of the Rotax manual. And the third is pointing out that maybe you didn't read the manual, for if you did, you'd have realized the first. Rich, it's how you made the statement. You did it in a way that indicated I was negligent, and even though I was smart enough to design and manufacture over 1700 aircraft in my career, I was not smart enough to read the Rotax statement. Well Rich, I did read it. Better than that, I understand it as most people do and was able to see beyond it and accomplish designing a helicopter that can fly with it. Rich, there is no need to be mean or insulting to people. Everyone knows that Rotax puts that in every manual simply for liability reasons because Were you at the meeting with Rthe otax people when they were writing the manual? Because if you weren't then you don't "know" this. I personally belive what the manual says for two reasons. 1) It was written by the people that made the engine, and 2) history has shown that the rotax engines do in fact stop without warning. As a matter of fact, I was involved a great deal with the Rotax distributor and provided them a great deal of knowledge helping to make that warning. Yes I did know before they wrote that warning and I agreed with them. They are handicapped because there are hundreds of different aircraft using their engines and all installed by the public. What a nightmare!! 1. Correct, it was written by the attorneys of the people that made the engine, and for good reason in this sue happy country. 2. The engines fail mostly due to improper installation and operation from lack of the ability to control the public and insure proper installation and operation. And while any engine may in fact strop functioning at any time, the reality is, a 2-stroke is much more likely to quit without much warning then a 4-stroke. Rich Not so. If improperly installed a 4 stroke will fail too. By the way, have you read the warnings in the Rotax manuals for the 4 strokes?? Sounds kind of familiar. Dennis Fetters |
#32
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2-stroke engines can be just as if not more reliable than 4-strokes. Look
at the big rigs on the road, a very large number of them are 2-stroke engines pulling very heavy loads for hundreds of thousands of miles. It all comes down to engine design and installation. The fact that an engine is a 2-stroke has nothing to do with reliability! Bryan "Rich" wrote in message om... Dennis Fetters wrote in message om... Rich wrote: The truth is it's really stupid to design, sell, or fly a helicopter powered by a small 2-stroke engine. Rotax Operators Manual, page 4-2 "Warning: This engine, by its design, is subject to sudden stoppage". Evidently, you didn't read that far. A statement like you made is only meant to be slanderous and mean Which statement? All my statements are shown above. The first one is based on the 2nd. The 2nd is straight out of the Rotax manual. And the third is pointing out that maybe you didn't read the manual, for if you did, you'd have realized the first. Everyone knows that Rotax puts that in every manual simply for liability reasons because Were you at the meeting with Rthe otax people when they were writing the manual? Because if you weren't then you don't "know" this. I personally belive what the manual says for two reasons. 1) It was written by the people that made the engine, and 2) history has shown that the rotax engines do in fact stop without warning. And while any engine may in fact strop functioning at any time, the reality is, a 2-stroke is much more likely to quit without much warning then a 4-stroke. Rich --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.705 / Virus Database: 461 - Release Date: 6/12/2004 |
#33
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On Fri, 18 Jun 2004 00:12:04 GMT, Dennis Fetters
wrote: As a matter of fact, I was involved a great deal with the Rotax distributor and provided them a great deal of knowledge helping to make that warning. Yes I did know before they wrote that warning and I agreed with them. They are handicapped because there are hundreds of different aircraft using their engines and all installed by the public. What a nightmare!! 1. Correct, it was written by the attorneys of the people that made the engine, and for good reason in this sue happy country. 2. The engines fail mostly due to improper installation and operation from lack of the ability to control the public and insure proper installation and operation. r. Dennis Fetters Dennis, I'm sure no one will doubt your ability to sell helicopters. You designed a product that would appeal to many people; in particular, to the new builder or pilot. It was "cute" and "sporty", to say the least.... Unfortunately, due to the very nature of your customer base, most of the new owner/builders had little or no real experience in building aircraft, let alone a helicopter with its many specific needs. Where you failed your customers was in failing to realize that you absolutely had to detail exactly how the 2 stroke Rotax was to be installed. Your failure was most likely due to your expectation that the builder would know more than they did... If/when you ever get back into the kit sales business I'd strongly suggest you hire someone to write the builders manual in such a way that even the newbie will know exactly what to do and how to do it. Also, I'd suggest a motor that wasn't so dependant on EXACT jetting for dependability. When the motor worked as planned an FAA standard pilot could fly the helicopter... BUT, when a 200 pound pilot attempted to fly the helicopter at the 2500 foot elevation of Las Vegas and 80 degrees it was not possible to get out of ground effect. I was there and saw it... John |
#34
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2-stroke engines can be just as if not more reliable than 4-strokes. Look at the big rigs on the road, a very large number of them are 2-stroke engines pulling very heavy loads for hundreds of thousands of miles. It all comes down to engine design and installation. The fact that an engine is a 2-stroke has nothing to do with reliability! Bryan ++++++++++++++++++++++++++++++++++++++++++ The REALLY big honking 2-stroke rigs on the road are... EMD locomotives built by GM So, what you say is definitely true and correct. However, pigs and locomotives have yet to fly. Barnyard BOb - retired Union Pacific RR |
#35
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Dennis,
While the language is losing it specificity due to improper usage and the incorporation of distorted definitions in modern dictionaries, there is general agreement that the words, "fact", "truth", and "honesty" are not synonomous. You often select factual statements in an attempt to prove some larger truth or your own honesty. The omission of critical facts makes it possible to present factual statements while failing to be truthful or honest. You are so proud of those FAA accident reports that reach a conclusion of pilot error. Both civil and military accident reports use a rather strict standard in establishing whether an accident was the result of pilot error. In short, the approach is to determine if the pilot could have done anything at any point to avoid an accident - EVEN IF FACTORS BEYOND THE PILOT'S CONTROL CONTRIBUTED TO THE SITUATION. As a result, poor design and production can significantly contribute to an accident that is eventually attributed to pilot error. Pilot error is not some trump card you can throw down on the table. So yes, I think you are less than truthful or honest when you insist that pilot error absolves you of any responsibility. The realm of experimental aviation further complicates the validity of such accident reports. The reason for this is pretty obvious, the FAA is trained to investigate accidents involving certified aircraft. As a result, they will make assumptions about experimental aircraft based on their limited training and experience. For example, if I build a plane that is impossible to fly or a helicopter that cannot be auto-rotated, it is still very possible that an accident report could conclude that I was at fault for not avoiding a stall or not successfully performing an auto-rotation. Why? Because the FAA makes certain assumptions about experimental aircraft that are not supported by any basis in reality. When I have a little more time, I would be happy to rehash the lies. |
#36
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[synonymous]
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#37
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#38
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Dennis Fetters wrote:
"According to the Rotax representative, "...the modified tuning and non-conforming parts of the engine from stock configuration..." was not recommended; The Rotax guy refers to non-conforming from stock, non-recommended stuff... He later purchased the PEP exhaust from us, Isn't that one of the parts the Rotax guy was talking about? however, some modifications, such as the "PEP" exhaust system, were recommended and marketed by the helicopter kit manufacturer." Ah, that _is_ one of the parts. Rotax wouldn't recommend the PEP, but you recommended it. Actually, you mandated it. And marketed it, naturally. He crashed into the top of a 50 foot tree and fell nose first to his death. In time the PEP proved to be a deferent advantage for the Mini-500, so much that we made it mandatory to install. MANDATORY! Anyone else's mods were prohibited, by purchase contract and court order. Any new mods you wanted to sell, however, were "mandatory", by phony AD. When customers fell to their deaths, so what, you just shrugged it off. Rotax did sell Revolution Helicopter engines directly and specifically for the Mini-500. They were coerced, forced to. Now, what was the point you were trying to make here? Dennis Fetters |
#39
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Bryan wrote:
2-stroke engines can be just as if not more reliable than 4-strokes. Look at the big rigs on the road, a very large number of them are 2-stroke engines pulling very heavy loads for hundreds of thousands of miles. Yeah, 2-stroke diesels. Valves, not ported cylinder walls. Pressure lubrication, not diluted oil/fuel mist. 2-stroke gassers with big cylinders seize a lot, they just do. Except the Rotax in a CH-7, don't know why that worked out so well, when a Mini-500 with the same engine is crap. |
#40
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"
I think we all need to blame gravity, or maybe the earth, or maybe the adventurous spirit of man. He chose to do what he did. Freedom is a wonderful thing. It does have its responsibilities though. Ignorance can be bliss, and it can kill you. Why are you people not trying to shut down the gun manufactures or porsche or ferrari? They all produce/sell products to anybody who walks through their doors and have no conscience or even give a rats behind if those people go out and kill themselves or anybody else. Gun manufacturers even refuse to adjust the trigger presure so that children (who they know might or do have access) can'nt fire a bullet! I won't even talk about the tobaco or alchohol producers! You guys blame Dennis for the plight of people who 'know not what they do' and/or do not fully respect the dangers of aviation. Most people fully understand the dangers (like myself) and still wish to persue the freedom of flight. My two cents. Don. |
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