X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao106.cox.net ([68.230.241.40] verified) by logan.com (CommuniGate Pro SMTP 5.2.1) with ESMTP id 2817128 for flyrotary@lancaironline.net; Tue, 25 Mar 2008 10:43:26 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.40; envelope-from=alventures@cox.net Received: from fed1rmimpo03.cox.net ([70.169.32.75]) by fed1rmmtao106.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20080325144242.WNMK16481.fed1rmmtao106.cox.net@fed1rmimpo03.cox.net> for ; Tue, 25 Mar 2008 10:42:42 -0400 Received: from BigAl ([72.192.137.74]) by fed1rmimpo03.cox.net with bizsmtp id 5Sij1Z00U1cVYgg04SijDS; Tue, 25 Mar 2008 10:42:44 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: Using OMP rotor housing only Date: Tue, 25 Mar 2008 06:45:33 -0800 Message-ID: <000001c88e86$e179d900$6401a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C88E43.D3569900" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C88E43.D3569900 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Lynn wrote: You can leave the OMP on and cut into the passage in the front cover anywhere its handy and install a dash 3 fitting and run 2 cycle oil from = a bottle on the fire wall. Plug the oil passage at the face where it = connects with the front iron. Now you can run any crank case oil and not worry = about the apex seals.=20 Here's a question. On stock use in cars, the OMP feeds oil to both the intake manifold and the rotor housing. The oil into the intake gets dispersed into the intake air/fuel mixture. The inlets on the rotor = housing have a line connected to the intake manifold so each time the seal = passes on the intake stroke some air is drawn in helping to disperse the oil. On = the Atkins version of the rotary aircraft engine, the oil feed to the intake manifold is removed, and the air line to the injection nozzle on the = rotor housing is removed. It seems this could change the lubrication significantly. So it would also seem to me that using the OMP with 2-cycle oil in this scenario is significantly different than pre-mix. But is it as = effective, more effective, or worse?? Dave Atkins believes his approach is fine, and I guess it has worked for = a long time on his airplane, and for a very long time on an engine he = built up for a rotorcraft (based on what he says). And he swears by it using = Amsoil synthetic. Although based on other issues I've had with my engine from Atkins, he doesn't inspire a lot of confidence for me. Al =20 ------=_NextPart_000_0001_01C88E43.D3569900 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Lynn wrote:

You can = leave the OMP on and cut into the passage in the front cover anywhere its = handy and install a dash 3 fitting and run 2 cycle oil from a bottle on the fire = wall. Plug the oil passage at the face where it connects with the front iron. Now you can run any crank case oil and not worry about the = apex seals.

Here’s a question.  On = stock use in cars, the OMP feeds oil to both the intake manifold and the rotor housing.  The oil into the intake gets dispersed into the intake = air/fuel mixture. The inlets on the rotor housing have a line connected to the = intake manifold so each time the seal passes on the intake stroke some air is = drawn in helping to disperse the oil. On the Atkins version of the rotary = aircraft engine, the oil feed to the intake manifold is removed, and the air line to the = injection nozzle on the rotor housing is removed. It seems this could change the lubrication significantly.

So it would also seem to me that = using the OMP with 2-cycle oil in this scenario is significantly different = than pre-mix.  But is it as effective, more effective, or = worse??

Dave Atkins believes his approach is fine, and I guess it has = worked for a long time on his airplane, and for a very long time on an engine = he built up for a rotorcraft (based on what he says).  And he swears by it = using Amsoil synthetic.  Although based on other issues I’ve had with my = engine from Atkins, he doesn’t inspire a lot of confidence for = me.

Al

 

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