On Apr 9, 2012, at 2:28 PM, Tracy wrote:

I understand why that would motivate you to go OMP Mark!

Not th= at I know the bottom line truth to the auto fuel/ fiberglass nightmares tha= t have struck so many builders lately but the latest theory I heard is that= it is not the Ethanol that is eating the tanks but the much advertised fue= l injector / valve cleaner additives that many oil companies are putting in= the gasoline.   Who knows?

Tracy
Sent from my iPad
=
On Apr 9, 2012, at 12:38 PM, Mark Steitle <msteitle@gmail.com> wrote:

Tracy,

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

I have come to believe the Lancair wing fuel tank design may ha= ve been

partly responsible for the damage to my apex seals. Lanca= ir uses a

wet wing and there are ribs forming 4 separate fuel bays per wi= ng.

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 fu= el trailer

and would add 2-stroke when filling. It would be well mix= ed by the

time I pumped it into my a/c tanks. I was forced to switc= h 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 fu= ll.

Pouring oil while fueling surely helped, but in retrospect I su= spect

it still didn't mix thoroughly due to the ribs in the tanks. &n= bsp;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 t= he 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 thi= nk I've ever seen a 20B OMP

setup (my 20B engine was built from new parts). &nb= sp;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 wou= ld 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 funct= ional

standpoint) than premixing the oil so I've never played with th= e 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 mai= n 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:
<= /BLOCKQUOTE>

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)? &nb= sp;Even the

20b OMP only has 4-ports. Should I split the 4th line into thre= e

separate lines? Do you know of anyplace where I could rea= d 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 sti= ll 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 por= t. 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 inte= nded for

a

two rotor engine, how do you intend to adapt it to the three ro= tor

engine
<= /BLOCKQUOTE>

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 f= igure
<= /BLOCKQUOTE>

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 sourc= e or just

block them off? Will the system work properly if I plug t= he check

valves? I plan on locking the lever in the full open posi= tion. Will

this work for a/c use? I'll be using Richard Sohn's adapt= er with a 1

gallon reservoir filled with 2-stroke oil.

Mark S.
=

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