912 ULS no more than ~4800 RPM

You could have a leaking needle and seat or float problem. Just saying this because you mentioned it nearly quit exiting the runway at idle. Any problems in the idle or choke circuits wouldn't cause a difference at full power where a flooding or lean mixture would.

Hello Experts..  ok.. an update.

Latest news.

5/18

-. I received the plane. 

-. A "G" cable, the ones that are going to the rectifier regulator from the generator was fixed.

-. Amp: -12 .. Nice!!!!!. (negative) Gen switch ON, Indicator on the screen OFF

-. Even knowing that the batt will be drained, my plan was to go to the runup area to play.

-. MAP engine off: 30.1

-. Idle RMP, throttle completely down: 1.630 MAP: 13.4 

-. Runup ok.

-. WOT (static) RPM:5010 MAP: 29.3 (Normal, imo. Now I know that when I start the takeoff roll the RPMs will rise to around my expected 5100)

Work done?? This is in the interesting part:

Maintenance told me that:

-. As soon as they got the plane, they tested it and they got around 5000 RPM. 

-. This means that the plane magically worked fine.

-. They did a carb sync. I knew that it was necessary but... they did it before the initial test.

5/19

-. They went to the hangar to check the charging problem.

-. They took the drained battery and charged it.

-. They installed the battery again.

-. Plane was tested and now, magically, is charging.

-. Need to keep an eye on the bat because it is "weak"

I have tried to be precise in describing the sequence of events and what they told me they did.

No additional information was received.

Conclusion: 

1. Planes fix themselves or... I'm very, very unlucky! If I touch the plane, something will break, but if someone else does the same as me, everything will be fine.

2. I hate magic on the planes.

3. I still don’t have any clue of what could happened and I don’t believe in magic.

Plan: 

I’m going to take the “15 day light sport repairman maintenance” soon.

I’ll continue doing my own research but…

Questions:

-. from the Technical perspective, there is any limitation to what I can do in the plane if I become a LSA Repairman – Maintenance? (I want to keep my plane as SLSA)

-. Do I need to take any other training specific to Rotax (iRMT) like the ones offered by Lockwood 9-series Service and 9-series Maintenance? (I know that for sure I'll learn something or a lot)

Any thoughts, ideas, comments, etc. are more than welcome.

Finally, thank you very much for all your comments and help.

I would argue that you have slightly too much pitch on that prop.
I would like to see ~5300 rpm WOT, Brakes ON, And 5400-5500 when the wheels break ground.
You are lugging the engine at 5100 and will see a significant increase in climb performance if you get the revs closer to 5500+.
Power is proportional to the Cube of the rpm. A small change makes a big difference.

5100rpm ~= 68 Hp
5600rpm ~= 90 Hp  (+22hp = a 32% power increase over 68 hp)
5800rpm  = 100 Hp

Hi Bill,

I pretty much always agree with you, but this time I'm on the other side of the fence so long as we are talking ONLY about ground adjustable props. My 14 prop research project showed where many were wrong. If you get 5800 in cruise at WOT you have a better climb prop than the guy set to get 5600 - 5650 rpm. He is better balanced for different flight characteristics.  So the guy set at 5600 -5650 rpm will go faster with less throttle and less fuel in level cruise. No a lot mind you, but it was still there.You'll also burn more fuel if you try and keep up with the other guy. You on the other hand will out climb them like at takeoff at full throttle or if you both move way up to very high altitudes if the prop pitches were set at much lower altitudes. 14 props,,, long, short, three blade, two blade, flexible and stiff blades. Four identical planes Manufacture within two months of each other and we always took off side by side in pairs and flew in level flight 50 ft - 100 ft. apart. Plus I was the only one setting prop pitch to make them identical and had each fly in the same configuration at takeoff and cruise to make real time comparisons. It proved to be the same for all props except the Warp Drive that suffered in climb over all the other props. In cruise it was fine. No other study like it that I know of. 

If you have need for a better climb prop over cruise then 5800 is the way to go, but if you don't have a special need then you just have a better climb prop with the flatter pitch and will lose some cruise speed.

To me it's all about a BALANCE between climb, cruise, fuel economy and engine temps. Trying to find the ideal pitch that complements all these factors.

I've set a couple hundred props like this and not a single person ever wanted to change. I've even set them at fly-ins when owners couldn't keep up or preform like others in the same plane.

Sorry but  power in a internal combustion engine as rotax 912 varies proportional to torque and rpm. There is no cubic effect with rpm and infact power curves are more or less linear with rpm (deviatin are due to engine torque non linear with rpm )