Amen
Lucky for me, when I started my RV9 / WAM diesel project, I had no idea that VAF existed. And my friend at the airport who showed me how to drive a rivet was building an RV6 with a Mazda in it - so he encouraged me. I did talk to a few people at Van's who said I would never get an engine, and that it would be too heavy, but they wished me well.
I'm glad that I was well into my phase I testing before I posted here and the nay-saying started. Otherwise, I may not have ended up achieving my goal of building an economical diesel-powered RV.
Of course I understood from the beginning that my plane may not have the same resale value as a Lyc. powered plane would. But I also understood - and still do - the many benefits of diesel / Jet A engines over gasoline engines, so I moved forward, fully understanding the risks, costs, and work involved (well, maybe not the work!
This brings me to my main point: to experiment with alternative engines is fine and good, as long as the builder knows what he's getting into, and is willing and capable to work through the challenges that will invariably pop up. I think the main problem is that companies are formed offering what appears to be a "complete" FWF package, and promote the idea that anyone can just slap one on the front of their plane and fly off into the sunset. Once the builder finds out that his "ready-to-run" package is not all that, he is discouraged, feels ripped off, and the nay-saying starts.
In my opinion, until an engine (or other aviation product) is fully tested, certified, and accepted as a "mainstream" product, It should be marketed in such a way that any potential buyers are completely aware of what they're getting themselves into. One of the things I appreciated about Wilksch was that they made sure I was serious before they sent me an engine. I still remember an email from Mark Wilksch asking me why I would choose a WAM over a Lycoming, since the WAM would not be nearly as beneficial here in the US than it would be in the UK or other countries.
I now have 125 hours on the meter, and I'm still happy.
Kurt