Received-SPF: pass
 receiver=logan.com; client-ip=209.85.214.52; envelope-from=msteitle@gmail.com
MIME-Version: 1.0
In-Reply-To: <list-5474170@logan.com>
References: <list-5474170@logan.com>
Date: Mon, 9 Apr 2012 11:38:43 -0500
Message-ID: <CAHh3jbO-7SZJjVSDE++D8_StR5=rA6fXii6S48WqR7-hugXfSw@mail.gmail.com>
Subject: Re: [FlyRotary] Re: OMP Plumbing
From: Mark Steitle <msteitle@gmail.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Content-Type: text/plain; charset=ISO-8859-1

Tracy,

OK, here's the rest of the story...

I have come to believe the Lancair wing fuel tank design may have been
partly responsible for the damage to my apex seals.  Lancair uses a
wet wing and there are ribs forming 4 separate fuel bays per wing.
The ribs have "mouse holes" to allow fuel to pass from section to
section.  Years ago, when I used to run mogas, I used a fuel trailer
and would add 2-stroke when filling.  It would be well mixed by the
time I pumped it into my a/c tanks.  I was forced to switch to 100LL
when the beaurocrats started blending ethanol in all auto fuels
(ethanol is non-compatible with the Jeffco adhesives).  I now have to
fuel at the airport(s), so the process is to pour the 2-stroke into
the wing as I pump the fuel.  This isn't easy to do and I seldom
finish pouring the oil at the same time the tank is reaching full.
Pouring oil while fueling surely helped, but in retrospect I suspect
it still didn't mix thoroughly due to the ribs in the tanks.  I can't
figure a way to get the fuel thoroughly mixed, so I decided to switch
over to the OMP system.

Maybe the answer is to do both.  I can run the OMP (with 3-lines) and
also add some additional 2-stroke (1/2 oz./gallon) to the wing tanks.
Not perfect, but much better than the alternative.

Mark


On 4/9/12, Tracy <rwstracy@gmail.com> wrote:
> Hope I didn't give the impression I was an expert on the Mazda oil injection
> system.   I only remember where the 4 lines went on the 13B from
> disassembling so many of them.   Only 2 of the ports (secondaries I believe)
> got the oil lines so only 4 needed.    Don't think I've ever seen a 20B OMP
> setup  (my 20B engine was built from new parts).   I can't imagine why there
> are 4 lines on a 20B setup.   I think there are only 2 lines used on 3rd gen
> 13Bs.  Only the rotor housings are fed, not the manifold.   Since the 20B is
> essentially a 3rd gen engine,  I would have thought it would have a similar
> setup with 3 lines (one to each rotor housing).
>
> I'm still of the opinion that you can't do better (from a functional
> standpoint) than premixing the oil so I've never played with the injection.
> It just isn't practical for most people in car use.   That's why 95%+ of OMP
> adapters are purchased by car guys.
>
> Tracy
>
> PS:   I thought I sent that updated EC2 installation guide to you before I
> left home (I'm in Colorado until early May)   The main difference from last
> one you have is that Both A & B are programmed when running on A controller.
>   When using B, only B is affected by programming changes.
>
> Sent from my iPad
>
> On Apr 9, 2012, at 10:12 AM, Mark Steitle <msteitle@gmail.com> wrote:
>
>> Tracy,
>>
>> How should I plumb the 4 lines for the 3-rotor.  From your
>> explanation, it seems it should have 6 lines (2 per rotor)?  Even the
>> 20b OMP only has 4-ports. Should I split the 4th line into three
>> separate lines?  Do you know of anyplace where I could read about how
>> OMPs are connected from the factory?
>>
>> Thanks,
>> Mark
>>
>> P.S.  Were you going to email me a copy of the updated EC-2 manual?
>>
>>
>> On 4/9/12, Tracy <rwstracy@gmail.com> wrote:
>>> Two into the rotor housings, two into the intake manifold just upstream
>>> of
>>> the ports in the block.
>>>
>>> Tracy
>>>
>>> Sent from my iPad
>>>
>>> On Apr 9, 2012, at 5:42 AM, Mark Steitle <msteitle@gmail.com> wrote:
>>>
>>>> Steve, that's why I'm asking the experts on this.  I'm still trying to
>>>> figure this out.  The older 13b OMP has 4 ports.  So did the 20B OMP,
>>>> with
>>>> only three lines.  I was planning on not using the 4th port.  Where does
>>>> the 4th line go to on the 13b setup?
>>>>
>>>> Mark
>>>>
>>>> On Sun, Apr 8, 2012 at 8:29 PM, Steven W. Boese <SBoese@uwyo.edu> wrote:
>>>> Mark,
>>>>
>>>>
>>>>
>>>> Since the OMP 's I've seen are set up with 4 oil lines and intended for
>>>> a
>>>> two rotor engine, how do you intend to adapt it to the three rotor
>>>> engine
>>>> in terms of amount of oil metered and how it is distributed?
>>>>
>>>>
>>>>
>>>> Steve
>>>>
>>>>
>>>>
>>>> From: Mark Steitle
>>>>>
>>>>>> Sent: Saturday, April 07, 2012 8:10 PM
>>>>>> To: Rotary motors in aircraft
>>>>>> Subject: [FlyRotary] OMP Plumbing
>>>>>>
>>>>>> Is anyone running an oil metering pump (OMP) that can help me figure
>>>>>> out
>>>>>> how the lines should be connected.  I'm planning on using the Mazda
>>>>>> banjo fittings to hook up to the OMP, but what do I do with the check
>>>>>> valves.  Do you connect the check valves to a vacuum source or just
>>>>>> block them off?  Will the system work properly if I plug the check
>>>>>> valves?  I plan on locking the lever in the full open position.  Will
>>>>>> this work for a/c use?  I'll be using Richard Sohn's adapter with a 1
>>>>>> gallon reservoir filled with 2-stroke oil.
>>>>>>
>>>>>> Mark S.
>>>>>>
>>>>>>
>>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>
>>
>> --
>> Homepage:  http://www.flyrotary.com/
>> Archive and UnSub:
>> http://mail.lancaironline.net:81/lists/flyrotary/List.html
>
> --
> Homepage:  http://www.flyrotary.com/
> Archive and UnSub:
> http://mail.lancaironline.net:81/lists/flyrotary/List.html
>