Just suggesting people evaluate their choices and to be realistic and maybe let those who fly with you make a more informed choice themselves. When asked, will you quote stats or tell them that if this engine fails over the rocks we are dead?
I don't have a problem with people flying behind their engine of choice or even flying over the rocks at night single engined- as I said we all assess risk differently. I'm not saying I'm right- just saying think about it.
The Sube does not care that it is 10,000 feet in the air, It doesn't know any better. Whether Fuji endorses their engines to be put in aircraft is irrelevant. They obviously work with an estimated 250,000 or so flight hours to date.
These engines are rock solid and the same things that bring them down cause most certified engine power losses- fuel and fire issues. Much better PSRUs are being built today than even 5 years ago and that is something we HAVE needed.
I think an RV airframe, properly assembled and maintained is one of the safest, strongest and most reliable planes available. I don't think it is going to let me down.
I've been building performance automotive engines for a living since I was 18 and ran Racetech Engineering for 13 years. I built my own flow bench and engine dynomometer. I built road racing engines, transmissions, differentials, custom turbo systems, aerodynamics and chassis and raced them, winning 7 regional championships between my own and customer cars.
My engine development program on turbocharged Toyota 2TC engines included work with piston design, port and valve revisions, exhaustive flow bench and dyno work, cam, crankshaft, bearing studies, turbocharger, intercooling and header studies and intake studies. The result was a reliable 350+ hp from a 1702cc pushrod 2 valve engine which would last the entire season of racing between overhauls. The engine was a fraction of the cost of competitors' big six cylinder atmo engines. After winning 6 championships with these engines in 4 different chassis we packed up. No real competition or challenge. It was poetic justice after the snickers we received from the rich guys when we showed up at the track with our "itty bitty" 4 bangers still using stock block, rods and crank. They stopped laughing pretty quickly.
I've consulted on many automotive powered aircraft and helped people match turbochargers for them successfully (at no charge). Last year I was involved with Mike Dacey's Questair Venture in Sport Class at Reno (3rd overall Gold) and will back with the team in '08 with a lot more speed.
I've tinkered with Continental and Lycoming heads on my flow bench years ago.
Presently my company supplies programmable EMSs for automotive, military and experimental aviation. We've been doing this for the last 14 years. Our systems have been used to set numerous speed records, race wins in the Baja 1000 and 500 Class 7 twice and SCCA GT3 national championship in 2006.
We hope to add Reno to that list sometime.
We just finished parts for Suzuki G10 and G13 EFI conversions.
We supply Titan Aircraft with EMSs for the Suzuki V6 Mini Merlin FF packages and other FF vendors as well.
Recently we've been developing a bolt on EFI kit for Rotax 912 and conducting ground and soon flight testing of that.
Other current projects are systems for GM LS V8s and Ford 4.6 V8s for aviation and automotive applications.
I've had the pleasure to be associated with legends like Les Davenport (Davenport Machine), Jake Raby (Raby's Aircooled Technology) and Andy Pearson (Specialty Engineering)- some of the most awesome engine guys in North America.
So yep, I have some experience in the engine, EFI, EI aviation world.
Sorry if it sounds like an infomercial but you asked...
I love airplanes, engines, turbos and speed. I can't image a much better job than this.
I just need more time to fly.