Remember here guys, I'm just a Yamaha enthusiast. I have no alterior motives here. I don't make money in this business. I am just a guy that enjoys helping others who have an interest in Yamaha power options. I have tried to support Greg and REALLY WISH that I could continue to do so, because the more good people who help develop Yamaha power in aircraft the better! But he has forced my hand here, and I do not like it a bit. You guys see what I normally post! I am the positive easy going and supportive guy! But when someone puts out bad, slanted, and fake news that doesn't help anyone. When someone says their part will last thousands of hours, doesn't test it, and then doesn't warn others when a problem is found!!! Then continues to pick on the other guys product that has been working virtually flawlessly.. Really? Not cool... and not good for furthering Yamaha power.
His (Greg Mills) data is concocted from picking and choosing numbers and estimates while sitting behind a computer. He has never extensively ran a c box with a Yamaha. Never put these paper estimates of his to a test. The same is true for a line of sprag clutches he recently came out with. He came up with TBO estimates with the same engineering slant (this time slanting towards his product) of thousands of hours TBO and a limetime guarantee from Mohawk Aero. Real world testing on those sprag clutches showed: 2 tested and entirely destroyed within 2 hours each. Copro's testimomy in the post above describes this. Greg sent these clutches out (to people I know and talked with at the time) UNTESTED. The worst part of that sprag clutch debacle is that he didn't even notify other customers that the failures had occured. I actually had to contact one of them (overseas customer), who planned to fly the clutch soon, and I advised him to stay on the ground because there were problems. So what were dealing with in these engineering calculations is plain and simple: "Garbage in..... garbage out" Like Akflyer says... proof is in the pudding (real world empirical test data).
Ok. Better tone. That's good Greg. But that whole analysis (including chart) is something you derived on your own. It is all put together by you! Sole source data and conclusions from someone who clearly has a prejudice in the matter.... troubling to me. I have an engineering degree to Greg. In this case I am far more comfortable relying on empirical data than I am on your slant. The empirical data is clear: Approx 30 Skytrax conversions flying with a cbox (say 2000 hrs or so?) with one bearing failure. Had it been a shaft failure and I believe your analysis above would have had no mention of bearings.
Talk about blowing smoke!! A lot of us here know Teal, and know how humble and great of a guy he is. I doubt he has made more than lunch money along the way for all the hard work he has done, and I'm sure he has no regrets... because he is not it this for the money. He does all this development as a side hobby to his normal job.... all out of the love for the sport, the yamaha engine, and helping others. This blowhard "fake news" of a rant you just posted shows alot Greg. Man that post is a case study example of using "high and mighty" unsubstantiated garbage in an easy to see through cheap shot attempt to play the oldest juvenile card in the book: Trying to propel one's self upward by grabbing at people around them and dragging them down. As far as the reputation of Teal's kit, I'll let the real world track record and results of those flying it speak for themselves. Greg, you know I've been a strong ally for you along the way... just look at the posts I've made here on your stuff and all the contributions I have made on FB. But this is way out of line, (as was deleting the posts I made merely showing Teals products over on your Facebook Group). I would have preferred to continue to be your ally Greg, but the time has come to call you out for being so unfair.
I just dont have pics of my 2 "relates" when I was off in the turf between the taxi lights like that! One was in a Lake Amphibian (free castoring nosewheel, steer w/brakes) when one brake lost it's prime upon landing. Tower controller was amused when I asked if I was "clear enough of her runway" to do a quick dukes of hazard style brake bleeding job! LOL
IMO a 2 stroke can make a great aircraft engine, but it needs to be taken very well cared for, run, and maintained. If there is any doubt (after talking to the owner) I would want to devalue it enough for an overhaul and inspection. That's just me, and not everyone here would entirely agree with that position, but something to consider. If you can, have them take pics for you of as much of the plane as you can (inside and out). Then post here for a lookover from some expert eyes.
I'm thinking your best help from this forum might be getting some input from the experts here on what to consider, and what to ask about before you even get to the inspection stage: https://www.barnstormers.com/classified_1314132_+Avid+Flyer+Heavy+duty%2CHauler.html