that there are engine endurance and reliability issues

that are being

affected.

Al

Paul, It seems that Al is still thinking piston. AL The rotary isn't
bothered by higher continous rpm. The Mazda papers I've read say the
only high RPM concern is the stationary gear/ring gear combo. With
adaquate lube 9000 isn't a problem. Bill Jepson

Isn't bothered means what? It doesn't wear at all? Or there are no
failure modes related to the number of revolutions?  I think if it turns
1 1/2 times more turns for each turn of the prop, then, ignoring minor
changes in the prop, it is likely to wear out with 1 1/2 times fewer
flying hours.  I'd assume that what you are saying is that it doesn't
wear any (or much) more, per revolution, running at 9000 than at 6000;
which is a good thing.

Al

There are very few parts that actually wear in a rotary. The apex seals
and the apex seal slots are about the only wear points in the rotary. 
The side housings too are subject to some wear but with synthetic
oil that may be minimal. There are no high stress line contact
devices like valve lifters, camshafts or valves and guides that wear.
Bearing wear is almost unheard of short of 10K RPM racing applications. 
>From all indications 3000 hours should be achievable. The average
non professional pilot flies less than 100 hours a year so we are 
looking at 30 years engine life. So you only get 20 years before you 
have to grind the slots in the rotors and replace the apex seals.

Paul Lamar
 
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