Al,
The housings on my 20B were threaded. I ended up using them as anchor points to help hold my intake manifold in place. My custom (homebuilt) intake didn't allow room for some of the bolts to thread into the side housings. So, I fabricated some special "adapters" which I bolted to the housings providing anchor points for the intake manifold to attach. Problem solved. Point is that they're threaded, so I would recommend you plug them with bolts. You never know when you might need to attach something to the engine at that spot.
Mark S.
On 3/25/08, wrjjrs@aol.com <wrjjrs@aol.com> wrote:
Al, and everybody,
I want to suggest a high quality suggestion to plugging some of those machined holes. This is an industry standard plug to do the same thing and MOST IMPORTANT, PRESENTS NO RISK TO A RUNNING ENGINE. While JB weld is fine if you don't have the engine in operation this is a cleaner and equally permanent solution. Are the oil injection holes on your engine threaded or Bored Al? I believe mine are bored for an o-ring seal with a threaded hole next to them but I don't have the 20B available to check. The attached file shows .187" plugs but they have a bunch of different sizes both english and metric.
Bill Jepson -----Original Message----- From: Al Gietzen < ALVentures@cox.net> To: Rotary motors in aircraft < flyrotary@lancaironline.net>
Sent: Tue, 25 Mar 2008 8:40 am Subject: [FlyRotary] Re: Using OMP rotor housing only
I've been considering dissing the OMP and going to premix. My engine is currently off the plane for plumbing changes (oil/water xchanger install) and rework of wing-root radiator air inlet. This may be a good time. Is it as simple as removing the OMP, blanking it off with a plate, and closing the ports in the housing nozzles with JB Weld?
Al
The engine will run for some time with the OMP not doing anything. Some of my gifted engines have had the hoses broken off. There will be a slight amount of oil added from the oil scrapers on the rotor sides not being perfect. The scrapers will also scrape off unburned fuel and mix it with the crankcase oil. High oil temps will remove most of that fuel through the breather. Note that crankcase breather gases are explosive. A good reason to smell the dipstick when ever it is out.
So, as the engine wears out the scrapers it starts needing less top oil.
The only downside to injecting into the housings is poor distribution. It leaves a boat wake looking stain on the chrome. So, it looks to me like some of that microscopic amount of oil is discarded without helping anyone. It seems to me that the best case is the premix. If I were to use the OMP, I would drop it all in behind the Throttle Body, or into each throat on a carb. Or if you are a purist, into the float bowl.
Years ago synthetic crank case oil was specifically not recommended by Mazda. (because of gumming)
In a message dated 3/25/2008 10:43:57 A.M. Eastern Daylight Time, ALVentures@cox.net writes:
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??
|
| Ø .187" Aluminum Plugs for 3000 psi systems |
|
|
Pin & Plug
|
Installation Boss
|
|
Short Style |
Long Style |
|
Lee Part Number |
PLGA1870010A |
PLGA1871010A |
|
D Max. |
.1875 |
.1875 |
|
D Min. |
.1866 |
.1866 |
|
C Nom. |
.160 |
.260 |
|
M Nom. |
.135 |
.235 |
|
E Nom. |
.146 |
.146 |
|
K Nom. |
.154 |
.154 |
|
L Nom. |
.114 |
.181 |
|
Weight (gr) |
.19 |
.31 |
|
Proof Pressure (psi)
Class 1 fit
Class 2 fit
Class 3 fit |
8,000
9,000
10,000
|
10,000
13,000
15,000
|
|
Ream Diameters
Class 1 fit
Class 2 fit
Class 3 fit |
inches
.1875-.1900
.1875-.1890
.1875-.1880 |
inches
.1875-.1900
.1875-.1890
.1875-.1880 |
|
A Min. |
.152 |
.253 |
|
Ø N Ref. |
.156 |
.156 |
|
W Min. |
.125 |
.125 |
| Materials |
Pin & Plug: 2024-T4 or T351 Aluminum per QQ-A-225/6 |
| Finish |
Pin: Alodine Yellow per MIL-C-5541 & Wax
Plug: Anodize Green per MIL-A-8625 Type II |
For Installation and Extraction Procedures, Tools and Oversize Spare Parts, follow this link
For more information, please send us your application information via our ASK LEE service. Or contact our application engineers in the USA at 1-800-LEE-PLUG or our representatives around the world.
Copyright 09/2002 by The Lee Company, USA -- Trademark information --
LEE Homepage
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