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#41
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Victimizing Aircraft Designers - An American Specialty? (wasFetters)
Dennis Fetters wrote:
Better hope that I die before I find you. I have been known to kick the ever loving **** out of asstards. Gentleman, and I do use the word loosely, There is another person pretending to be me on your newsgroups. It's a shame people will lower themselves to this level, but this is typical of what I have had to deal with and defined against, and the same people that spread false statements against my machines and myself, people with no ethics. These are the same type people many of you were naive enough to believe. But, I've seen many of you people do some mighty low stuff too, so I'm sure none of you are surprised. |
#42
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Victimizing Aircraft Designers - An American Specialty? (wasFetters)
Dennis Fetters wrote:
On Tue, 31 Mar 2009 18:10:55 -0700 (PDT), in limbo wrote: On Mar 31, 12:15 am, Poultry in Motion wrote: Dennis Fetters wrote: That's because he knows that I am capable of the worst nightmares on his putrid body. With all seriousness, I just want you to know that anybody who does something like that to me would be in line for retribution with extreme prejudice and without the slightest hesitation. I don't stop until I get what I want when I'm motivated to be on the trail of anybody who stalks me. You see- I have, in reserve, my own tactics for getting back at people, and many connections with people who will do things for me (and I for them.) Actually, this impostor is not half-bad. I do like some of what he says. I would love to be able to say that I would like to see some people around here with their head on the sharp end of a post, but I would never say that in public. |
#43
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Victimizing Aircraft Designers - An American Specialty? (was Fetters)
On Wed, 01 Apr 2009 16:33:18 -0700, Dennis Fetters wrote:
Dennis Fetters wrote: On Tue, 31 Mar 2009 18:10:55 -0700 (PDT), in limbo wrote: On Mar 31, 12:15 am, Poultry in Motion wrote: Dennis Fetters wrote: That's because he knows that I am capable of the worst nightmares on his putrid body. With all seriousness, I just want you to know that anybody who does something like that to me would be in line for retribution with extreme prejudice and without the slightest hesitation. I don't stop until I get what I want when I'm motivated to be on the trail of anybody who stalks me. You see- I have, in reserve, my own tactics for getting back at people, and many connections with people who will do things for me (and I for them.) Actually, this impostor is not half-bad. I do like some of what he says. I would love to be able to say that I would like to see some people around here with their head on the sharp end of a post, but I would never say that in public. Ill take that back. I've said it and I will stand by it. |
#44
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Victimizing Aircraft Designers - An American Specialty? (was Fetters)
On Tue, 31 Mar 2009 23:55:34 -0700, Poultry in Motion wrote:
Dennis Fetters copy/paste: ... Yeah planemanman, man, I like this part I am a professional, and feel that I have always portrayed myself as one to this news group. You really don't know what you are talking about. We didn't develop the PEP for more power. But, for the problem the PEP cured, id did make more power available, but that didn't mean you had to use it, nor did it hurt if you did. Here is what I posted about the PEP before; "Cold seizures in a Mini-500 have only happened when the pilot starts the engine cold, and immediately lift into a climbing departure, and then the engine will seize within 100 feet or so and not restart until later after the piston cooled enough to allow it to do so. It plainly states in the Pilots Operating Handbook to allow the engine temperature to be sufficient enough to prevent this. If they allow it to happen, it's Pilot error and was completely avoidable. Some people at Rotax that were not familiar with helicopters and the special demands misdiagnosed a Mini-500 engine seizure as a cold seizure. In fact, the real problem was the exhaust system. By adding the PEP system, we discovered that it reduced the exhaust back pressure. The normal Rotax exhaust system was creating to much back pressure for helicopter use, which made the need for summer and winter jet changing. With the PEP, we only needed to jet it once, and there were no more issues of people seizing the engine for simply forgetting to change from summer to winter jetting. The point is, you need the PEP system. Before the PEP exhaust system became mandatory for the Mini-500, the major problem of seizing the Rotax could have completely been avoided. Although most all the seizures were due to customers not changing the jets, needles and needle jets to convert the engine to helicopter use, it was the Rotax exhaust system that was causing the engine to be too sensitive to the need of proper jetting. We discovered that the normal jets that come with the engine for propeller use would not work for helicopter use. It was explained why the jets needed to be converted many times, but it is unbelievable how many owners refused to change the jetting, which would definitely seize the engine. It got to the point where we opened the Rotax box and removed the jetting, so that the owners would have to apply the proper jetting. After doing that, the engine seizures were reduced to only people refusing to change from winter to summer jetting. The mandatory PEP did salve this, and there were no more seizures after it was installed, except for people that refused to follow the mandatory AD to add the PEP and its proper jetting, or flew on the old pipe. It is untrue to say that the Mini-500 has suffered from cold seizures, except for the few cases where the pilot simply ignored operational procedures. The CH-7 Angel did not go to the trouble of fabricating their own exhaust, but since it was basically a factory built flying aircraft, they would install the proper jets and needles themselves, and test flies the aircraft. Also the Angel was so expensive, that the only customers that could afford them were already accomplished helicopter pilots with more skills, and flying a factory built aircraft already set up properly after construction, compared to the Mini-500 owners where 76% of them were not helicopter pilots, and/or had less than 50 hours in helicopters when building and flying their Mini-500." Same Rotax engine, but necessary styling dictated that the engine be enclosed. Famous for seizing. You REALLY don't know what you are talking about. Here is what I posted about the Mini-500 Cooling System: "The Mini-500 uses a fan powered directly off the engine, not the rotor drive system, so in that way it will not rob power during an autorotation. The cooling system absorbs only 1.7hp at hover to cool the engine. The Mini-500 cooling system is one of the most efficient in any other helicopter that I know of. In fact, on an 80F day it will hover indefinitely and the water temperature will never exceed 160F. If you load the aircraft down with enough weight where it will not lift off, and hold full power, you can do so indefinitely and the water temperature will never exceed 180F. On an 110F day with a tank of fuel and a 200 pound pilot, the Mini-500 can hover indefinitely, and the water temperature will never exceed 180F. In fact, during any of these events, or during the entire flight of the Mini-500, you can remove the pressure cap and the coolant will never boil out. These are all proven facts and demonstrated countless times at air shows around the world. The Mini-500 has never had a cooling problem of its 582 engine, even being fully enclosed, and runs cooler than other kit helicopters, even though they are lighter, due to our superior cooling systems design and ability to use the air off the cooling fan to blow the air over the exhaust system to remove hot air from the engine compartment. It is untrue to say the Mini-500 has a cooling problem." Frame cracked under heavy vibes, so factory solution was to weld more metal onto frame. Again, here is what I said about the frame crack, as if a helicopter never had a frame crack befo "We conducted a complete resonance frequency test of the Mini-500. Each assembly was checked for its frequency where it would naturally want to oscillate, and this information was recorder. Afterwards, we could do a complete spectrum analyses on any Mini-500, and look for peeks of unacceptable vibrations. By knowing the RPM and natural frequency of each component, we could determine problems before failure. It just so happens that the mast assembly would resonate around 312 RPMÿs, so we issued a warning to owners not to dwell at that RPM and move on up to 90% RPM for the secondary warm-up period. The next RPM where the mast assembly wanted to resonate was well above the operational 104% RPM, so there were never any concerns. (All diagrams deleted) The Mini-500 was suffering from frame cracking that was occurring behind the transmission. Please take a look at the first drawing, and you will see that location marked with a green X. What we finally discovered was that there were two different forces at work causing the problem; First, was the two-per-rev that was being produced in forward flight in a motion that tended to rock the rotor system, mast and transmission unit back and forward, as seen in the first drawing at letter ´A¡. This action was occurring about 1100 times a minute and was transmitted down the mast following the blue line, and then horizontally out to the two arrows pointing up and down on each side of the transmission, which indicates the direction of force translated on the frame in those areas. This is not normally a problem, but in the case of the Mini-500, I designed the frame improperly where this load was focused on the green X in the first drawing, where the load was being translated into the center of a tube. Notice that there is a bracket on that tube tying it into another tube, but this just transmitted the loads to be expelled at letter ´C¡ in the center of another unsupported tube. Second, we discovered that with each firing of an engine piston, the drive belt was pulling down on the transmission large sprocket, as seen in the first drawing with red lines and letter ¡B¡. This was hammering at around 13200 a minute, and that force too was transmitted through the transmission, and then through the frame and unloading on the area marked by the green X. That is way the frame was cracking. Now it needs to be fixed, but the problem is that there are over 300 Mini-500 shipped that all need a fix. We were shipping 5 to 6 complete Mini-500 kits a week. Designing and building a new frame to send to everyone was out of the question, because I could only build one frame a day, and that was just enough to keep up with production. Sure, I could have taken a month and duplicated my welding fixtures and doubled my welding staff, and built two frames and day. But then owners would have to wait up to a year and a half before we could send out over 300 frames. No, I needed to come up with something that didn't cost the customer $4800 and took over a year to receive, and whatever it was it had to work and solve all problems at one time. That is when I came up with a system that would take the loads from the two-per-rev, capture the force where it was generated, and distribute those loads into the hard point in the frame that was all supported through triangulation. This can be seen on the second drawing following the blue lines. Notice that the blue line that represent the direction of force across the tube where the green x was is no longer there. I was successful to take all strain away from the problem area entirely. The engine pulsing vibration was also handled the same way, along with an added rubber isolation system on the transmission and up inside the mast support, and with a new idler arm that was spring loaded. By coming up with this fix, it not only solved all the problems, but improved overall balancing of the rotor system, and the fix could be manufactured fast and affordable. Although this was a major problem that took some time to identify the cause, dream up the best solution, prototype and test and finally produce and ship, before or after, no Mini-500 had crashed due to a cracked frame." Ok, so there was the problem, and that was my solution. Why do you still bellyache about an old problems that was solved? Its not the first time a helicopter had a design flaw that needed fixed. So all the Mini-500 owners and I got over it, why was it your problem, and why are you complaining about it? Keep those questions coming!! Its great you are helping me get the real facts out there! |
#45
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Victimizing Aircraft Designers - An American Specialty? (wasFetters)
How do I know for a fact he is an imposter????
Dennis Fetters wrote: Dennis Fetters wrote: Actually, this impostor is not half-bad. |
#46
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Victimizing Aircraft Designers - An American Specialty? (was Fetters)
Jules wrote:
How do I know for a fact he is an imposter???? Simply disregard the entire thread and that conundrum vanishes. Unless you think there is money in figuring it all out, in which case have at it.... |
#47
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Victimizing Aircraft Designers - An American Specialty? (wasFetters)
Jules wrote:
How do I know for a fact he is an imposter???? You can't. Names and emails mean nothing. Jim caught the wrong IP Address in the message headers, which means highly likely an impostor. Or it could have been posted to a private forum that mirrors newsgroups, with the forum's administrator substituting his own gibberish into IP address fields. IP Addresses don't have to be included at all in message headers. The only thing that really means anything is when messages have the SAME IP Address. Bingo, they originated from the same source. Dennis Fetters wrote: Dennis Fetters wrote: Actually, this impostor is not half-bad. |
#48
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Victimizing Aircraft Designers - An American Specialty? (was Fetters)
On Wed, 01 Apr 2009 19:50:59 -0700, Poultry in Motion wrote:
Jules wrote: How do I know for a fact he is an imposter???? You can't. Names and emails mean nothing. Jim caught the wrong IP Address in the message headers, which means highly likely an impostor. Or it could have been posted to a private forum that mirrors newsgroups, with the forum's administrator substituting his own gibberish into IP address fields. IP Addresses don't have to be included at all in message headers. The only thing that really means anything is when messages have the SAME IP Address. Bingo, they originated from the same source. As long as source = ISP. |
#49
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Victimizing Aircraft Designers - An American Specialty? (was Fetters)
On Wed, 1 Apr 2009 16:56:40 -0400, Dennis Fetters
wrote: That's because he knows that I am capable of the worst nightmares on his putrid body. With all seriousness, I just want you to know that anybody who does something like that to me would be in line for retribution with extreme prejudice and without the slightest hesitation. I don't stop until I get what I want when I'm motivated to be on the trail of anybody who stalks me. You see- I have, in reserve, my own tactics for getting back at people, and many connections with people who will do things for me (and I for them.) REALLY? The day you closed up Revolution Helicopters forever in Excelsior Springs, MO I still managed to make it through the only door that your people didn't lock during what should have been normal business hours. I had your gal at the front desk go back to your office and request that you come out and speak with me..... Guess what happened, Dennis? NOTHING. You wouldn't do it. I'm not saying you're a coward, but it sure doesn't square with the brag and bluster you wrote above. :-) - Barnyard BOb - The more people I meet, the more I like my dog and George Carlin humor. |
#50
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Victimizing Aircraft Designers - An American Specialty? (was Fetters)
"Barnyard BOb" wrote in message ... On Wed, 1 Apr 2009 16:56:40 -0400, Dennis Fetters wrote: That's because he knows that I am capable of the worst nightmares on his putrid body. With all seriousness, I just want you to know that anybody who does something like that to me would be in line for retribution with extreme prejudice and without the slightest hesitation. I don't stop until I get what I want when I'm motivated to be on the trail of anybody who stalks me. You see- I have, in reserve, my own tactics for getting back at people, and many connections with people who will do things for me (and I for them.) REALLY? The day you closed up Revolution Helicopters forever in Excelsior Springs, MO I still managed to make it through the only door that your people didn't lock during what should have been normal business hours. I had your gal at the front desk go back to your office and request that you come out and speak with me..... Guess what happened, Dennis? NOTHING. You wouldn't do it. I'm not saying you're a coward, but it sure doesn't square with the brag and bluster you wrote above. :-) - Barnyard BOb - I think you are replying to a forged post. |
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