Verner 3 cyl on LEU Treehugger/ThreeJugger/Radial Eagle

[Tom H]

We finally got all the pieces put together and were able to start the new Verner on our LEU a coule weeks ago.

Haven't tried this before, but, if it works, the link should bring up the video of the first start. 

https://drive.google.com/file/d/0BzE-b2TMqwGgWWpfbVkyS19VdU0/view?usp=sharing

Since then, we have taxied it around, and its great.  But, the brakes are not so good - needed since it is on asphalt.  I have been able to give it some throttle and fast taxied to get the tail up.  This thing acts like it will leap off the ground!

We have to solve the brake issue, are going to replace the plastic bike wheels, attach engine safety cables, test fuel flow at high angle of attack, various misc. items, then taxi to test the engine installation before first flight.

More to come.

[PropMan]

Excellent!
Looking forward to More.

[914pete]

Very cool.  Sounds great! Thanks for sharing. Pete

[leshoman]

I cannot weight to see it fly, it has got to do good.

[Richfroh]

I like it! Sounds great!

[Tom H]

Some more progress.  Yesterday we put the front wheels on a small trailer and lashed it down, resulting in a nose up angle of 21 degrees.  We initially had 2 gal of fuel in the tank, and then drained one gal through the tube that connects to the carb for a flow test.  It took 7.5 min to drain 1 gal, therefore 0.133 gal/min, or 17 oz/min.

At this attitude, and with 2 gal of fuel, the bottom of the tank was about 6" above the carb inlet, and 2 gal of fuel added about 2" more height, so the total head was about 8 inches.

Then we proceeded to start the engine.  Found that it needed a good prime (the carb has a prime button) to get a start, and, after several tries, it ran well, idle to full throttle.  So far, seems like the fuel system is OK.

But, one concern.  This carb does not have a bowl.  It looks like an oversized Walbro carb from a weed eater.  We think that some fuel pressure is required at all times for the carb to work (in fact, it came with a fuel pump, but we hope it is not req'd).  We found that if the fuel valve on the bottom of the tank is shut off, the engine will quit quickly, seems well before all the fuel in the lines is used.  We are concerned that if the airplane goes slight negative G, from downdraft or a quick down elevator movement, will the engine quit.  Don't know, but will be aware.

Finally we put the airplane back on level ground and tested the static full throttle pull.  This is with Perf Prop 62x38.  We got 2150 rpm and 180 lbs of pull (no wonder the little bike brakes don't hold it).  Comparing it to its earlier life with the half VW, with a 54x20 prop, 3120 rpm, producing 101 lbs of thrust, this engine/prop combo looks strong.

[leshoman]

Waiting for first flight has got to be exciting.  Looking forward for word

[PropMan]

Tom, that's great info. 

2150 static is close to perfect. I think with the larger 67" dia prop we can achieve over 200 lbs of pull, plus the engine will have a bit more power after a few hours of operation. 

Carburetor- it is a Walbro 37. Your concern is the reason i am installing a header tank and clear fuel line. Visually i will be able to see fuel and know there is no air in the system. I too will run without a fuel pump during testing, we'll see if it's necessary. 

Looking forward to more info.

[leshoman]

What is the latest, we are in suspense waiting for every detail.

[Tom H]

Well, boys, we've been slowed down.  Don't hold your breaths.  I should have reported back sooner:

We did a weight and balance, and the airplane came out significantly over the 254 lb ultralight limit.  Not surprising to me, though.  You all have probably seen the cartoon of the camel designed by committee?  It was so loaded down by safety items, goodies, etc. that it was non-functional?  Well, our project was built originally by committee, and repaired and "improved" by committee, too.  (Sometimes, to keep the committee friendly, we compromise.)   When we flew it with the original half VW, it weighed 273 lbs.  This should not be a surprise to many of you who have been on the forum for a long time, I've fessed up on that before.  And, to me, the current weight of 295 lbs empty is not a surprise, either.  A disappointment, but not a surprise.  Our committee replaced the alum tube struts with the Carlson streamlined struts, we put on bike hydraulic brakes with heal operated pedals.  The Verner motor was lighter than the basic half VW, but adding the oil tank (which is heavier than it needs to be) and related items added more weight.  Our committee likes to follow proper aircraft construction and details, so there are many adel clamps, extra supports, etc., which all add more pounds, but it looks good.  Even though I constantly reminded all of them to only "add lightness".

In our situation, we will have liability insurance before we fly it.  First Flight Insurance (and probably any others) insists that an ultralight has to be legal for the insurance.  This aircraft clearly is not a legal ultralight, and ultralight insurance would not apply.  So, we are in the process of getting it registered as an EAB, with N number, DAR inspection, etc.  The N number has been applied for, may take three weeks to get it.  Then the registration application has to be sent, may take 2 -3 months to get that.  Then a DAR inspection, hopefully that will go quickly.

In the meantime, we have done some taxiing around the airport, getting a lot of admiring looks.  We taxied it across the field to last weekend's Bowman Aviation Heritage Weekend, a recognition of the airport's history.  We got non-stop admirers and many questions.  The sound of that motor is awesome!  I've taxied it at high enough speed to get the tail up, and it seems to handle great.  With some throttle, it moves right out.  We have talked about taking it to a small grass strip out in the boonies and doing some more testing, pushing more and more towards flying.  We hope the weight will not cause the airplane to be a dog.

I think the Verner will be a good fit on the LEU and XL, will result in great performance, especially if the weight is controlled.

The moral of the story is keep it light.  Don't make "improvements".  Improvements seem to always add weight, and these airplanes don't need any more weight.  You see stories of shaving off a few ounces of swarf on the engine, putting on minimal paint, foregoing nice to have instruments, counting washers, etc.  I believe that is the kind of thinking a builder, (or a committee) has to have for these airplanes to avoid obesity.

I'll try to answer any questions, and will let you know as we make our way through the red tape.

[leshoman]

Thanks for the update.  Looking forward to flying data.

[PropMan]

Tom, thanks for the update.
What did your oil tank weigh? i am working on mine now and think it will be less than 2lbs.

[Tom H]

I don't know the weight of it, but heavier than needed.  One of our partners purchased a kit, probably meant for motorcycles.  It consisted of a tube of alum, 6" dia, maybe about 0.080"+ thick, and dished end caps, maybe 0.150" thick and a filler neck.  Already too heavy.  Then add the hose fittings, drain, etc., and it was heavier than desired or needed.  I know the tank you are building will be much lighter.

[wojtekseta]

But, one concern.  This carb does not have a bowl.  It looks like an oversized Walbro carb from a weed eater.  We think that some fuel pressure is required at all times for the carb to work (in fact, it came with a fuel pump, but we hope it is not req'd).  We found that if the fuel valve on the bottom of the tank is shut off, the engine will quit quickly, seems well before all the fuel in the lines is used.  We are concerned that if the airplane goes slight negative G, from downdraft or a quick down elevator movement, will the engine quit.  Don't know, but will be aware.

Tom,

Walbro WB-37 has a fuel pump inside. There is a terminal on the flat side of the carb. It should be connected to source of the pulsing pressure - for example crankcase. If it isn't, maybe it will be solution.
I'm going to use WB-37 for my BMW R1200. Could you put here a photo of carburator and its connections, please?

[Tom H]

woj, looks like a good manual for the WB.  I'll have to read/study it, and look real close at the carb installation.  Not sure at this time if the crankcase impulse connection is made.
I've attached a picture, but it is not the best.  If you need better, say so, and I'll try again.