Hi Mann,My engine hasn't skipped a beat in 40 hours, but this is too short a time to develop any history. Better to ask Tracey Crook, who has done as much to shape the future of experimental as any man. The exhaust and plugs look clean. Starts and runs like my Toyota. Other rotary pilots told of cooling problems, so I put extra effort there, and have had no heat trouble. Am using TWM induction, Atkins manifold, Microtech fuel injection which I had tuned by a really sharp guy, Ari at RX7.com, and I think that has helped as much as anything. At the urging of my IA Bob Wagstaff at K&W aviation, my plane often gets a cowl off checkup, but we really never find anything, add a bit of chafing gear or zip tie.
It is my understanding that most failures are with the systems, not with the rotary its self. My future plans are bladder tanks with internal pumps and redundant ignition, and I have a prototype for a new titanium hydraulic nose retract that weighs less than a pound, runs on engine oil pressure (duh, got pressurized fluid available). I am selling (turned down a close offer this week)to begin the new plane, turbodiesel aircooled Ez... and yes, with pistons!I live in Texas and Maine, and the trip in the old Cessna was unbearably long. Ez is really the only good option I see for future trips.
I have had 2 engine outs in 1,200 hours, both in certificated planes, and both were caused by my error. So chalk one up for certificated.
It is interesting to note that in both cases the planes did continue to fly, and did not "fall down out of the sky". All the time I have ever flown vfr in anything, I was either taking off, landing, or looking for the next available place to put down in case of engine out.
Am presently trying out an Ivo ground adjust magnum prop, but my friend Teal and I are having the same problem, still not enough pitch.I am maxed out on pitch adjustment, but still am blowing past rpm at the start of takeoff roll or during runup checks,(drags the tires on dry pavement) altho it does taxi at lower rpm, climbs much better, and has some increase in top end. I do miss my Clark Lydick prop and feel he has the quietest smoothest prop I have flown, and great communication.
I do know there is some element of risk in all this. But my trade is Union pipewelder, and I have seen some good men die under horrible conditions at work. I do the best I can to keep my plane up and fly safe, but if God calls me home I'm ready to go.
Fair winds and following seas, Robert