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