Dave Leonard wrote:

Electrical and flight control systems will essentially have the same
failure rate on rotary aircraft as on other experimental aircraft.

While the failure rate may be comparable (I have no opinion), the
*outcomes* are very different.  Complete electrical failure in a
Mooney/Piper/Cessna is inconvenient, generally requiring a landing at
the nearest airport along the planned route.  Complete electrical
failure in a rotary-powered experimental often ends up in an off-airport
landing, with concomitant risk of damage & injury.

In my opinion, dual alternators on separate belts (or other power train)
are mandatory on EFI aircraft engines.

But I think that Dave's examples tend to prove my point: there are lots
of little things in an experimental aircraft that *will* go wrong.  A
few of them stand a fair chance of trying to kill you.  There are
*fewer* (but not zero!) such things in a properly maintained certified
aircraft.

How's that old phrase go? "An airplane kills you quick; a woman takes
her time."

Russell Kent

The only way you are going to get a complete electrical failure
is to have both batteries become disconnected. An alternator
failure should not do it. Other wise there should be plenty of warning.

Paul Lamar ...No rotor no motor.

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