Pretty much my analysis of the situation as well. Further, Flight Systems is just down the road from me (Lewisberry, Pennsylvania) - actually, within a stone's throw of the high school I went to - and I'll happily support a local business that I know to be a quality operation (I know a number of people that work there). I cannot say if any of them are specifically involved in the 6.5TD PMD - I'll have to ask around as I run into people.
I also found this paper prepared by DTech about the DTech/Flight Systems PMD and Stanadyne's response to them: http://pmdfailures.com/files/DTechDS...formation1.pdf
One item that I noted from that paper:
And DTech's response:GM 6.5L engine owners should be made aware that most of the issues encountered with this application are actually caused by other sources such as: faulty ignition switches, electrical connectors, oil pressure sending units, PCM problems etc.
So, before replacing a PMD, should one typically go through and replace the ignition switch, OPS, etc to make sure that any such problems are resolved? I know a lot of people just keep a spare PMD and switch over to it when they experience issues - which seems to rectify the situation.It is curious that now that there is a an alternative product available, Stanadyne now embraces the idea that "other sources" are the problem, yet continues to build large quantities of PMD replacement modules?