Tracy,

On my 1986 13B, I connected a cable from the throttle body to the OMP adjuster lever and operated it similar to how it was in the car: minimum lever travel at idle and maximum at WOT.  If the throttle was adjusted so that it was closed just enough to avoid decreasing MAP when at max MAP at altitude, the average oil delivery was between 0.9 and 1.0 oz/gal.  If the throttle was opened farther without increasing the MAP, oil would accumulate in the crankcase.  I don't have the oil delivery rate number for that condition but might be able to go back in my records and get an estimate.  Whether or not this was a good arrangement may be in question since this is the engine that developed apex seal chatter marks, wore through the chrome of the rotor housing, and lost compression after about 300 hr of aircraft use.

The post 2008 Renesis that I have has two solenoid driven pumps, one supplying two nozzles (1 for each rotor)  and the other supplying four nozzles (2 for each rotor).  These could be driven with a driver similar to a fuel injector driver with the frequency determining the oil delivery rate since the piston stroke is not variable.  I haven't tried to use them since together, they weigh over 4 lb.

Steve Boese
RV6A, 1986 13B NA, RD1A, EC2

________________________________________
From: Rotary motors in aircraft [flyrotary@lancaironline.net] on behalf of Tracy [rwstracy@gmail.com]
Sent: Wednesday, November 28, 2012 7:05 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Oil Injection Pump setting

How have you guys using the OMP adjusted the injection amount?   Have you found it good enough to set it to maximum and just let the engine rpm vary the amount?   If not,  about what percentage of the adjuster lever travel did you end up with and what oz per gal of fuel did that equal?

Any info appreciated!
Tracy

--
Homepage:  http://www.flyrotary.com/
Archive and UnSub:   http://mail.lancaironline.net:81/lists/flyrotary/List.html