Verner 3 cyl on LEU Treehugger/ThreeJugger/Radial Eagle

[PropMan]

Tom, I studied the manual a while back. Just couldn't figure out how to tap into crank case pressure.  Not really sure it'll work with the 3cyl. It'd be great if someone sorted that out.

Any progress on y'alls Eagle?

[wojtekseta]

Thank you for the photo.
In the picture, the pressure inlet should be near the blue tube (it is hidden behind the air filter). Maybe it is connected to the intake collector?

[Tom H]

Woj, I'll have to look it over more carefully when I get to the airplane.  We just followed the small amount of info included in the engine manual, so much more to learn.  Thanks.

[Tom H]

Woj, we looked at the WB carb on the Verner 3 on our LE yesterday.  I noted several differences as compared to the WB Service Manual.  Our WB carb has two tube nipples; one is for the fuel supply, the other is the impulse nipple, which is on the fuel pump diaphragm cover, both as shown in the manual.  It originally came with a red plastic protective cover pushed over the impulse nipple.  We put a 1 inch length of tubing on this nipple, open to atmosphere.  The third nipple shown in the manual, which is on the cover of the metering end of the carb, and allows outside air pressure against the metering diaphragm, is not on the carb.  Instead, there is a small button that is used to allow fuel to easily flow into the carb as a priming system.  We have found that pushing this button for a few seconds will allow easy starting.

We can find no connection on the Verner case that would be used for crankcase impulses to the carb.  The Verner manual has nothing to say about it, either. 

We see the importance of the impulse fuel pump on the carb as important when used on chainsaws, for example, which are used at all attitudes, angles and positions.

However, the Verner engine is supplied with an electric fuel pump, but we decided not to use it since our tank is in the wing, above the carb.  This was decision to eliminate a potential fuel pump failure which could stop the engine, against the concern that we would not have enough fuel head pressure supplied to the carb.

Our engine running tests show that our fuel tank arrangement in the wing allows enough fuel head pressure to supply fuel to the carb in a nose up attitude, and even more head pressure in a level attitude.  The fuel tank has a vent in the filler that captures ram air while flying and will further increase fuel pressure to the carb.

One issue to be aware of is that if the fuel valve, located at the outlet of the fuel tank, is shut off, the engine quits quickly.  Closing the valve essentially caps the fuel tubing to the carb, and does not allow fuel flow.  Sort of like when you put your finger over a straw in a glass of water and lift the straw out, the water does not drip out hardly at all.  So, we will not shut off the fuel valve when flying - problem solved!

Another potential issue to be aware of - if the airplane is pushed nose down, reducing fuel head pressure to the carb, will this reduce flow to stop the engine?  We will find out during flight tests.  The engine has a starter, and with proper planning for this test, should not be too risky.

Hope this helps.

Frank, we have a few minor details to get done before the DAR inspection, which is being arranged right now.  Things like mounting the data plate, putting the "experimental" sticker on, proper W&B sheet, and a final detailed look-over.  Its been too cold and now too windy to play with it, though.

[wojtekseta]

Tom,
Thanks for your explanation.
I will speak with my friend - the owner of the paramotors producer. He - I didn't know it - uses WB-37 in his engines. I think he will answer on any question. One problem - he produces two strokers.

[Tom H]

JUST IN - BREAKING NEWS!!!
We just got word from the DAR that the FSDO has accepted all of our paperwork for registering our LE as an E-AB.

We'll schedule the DAR inspection, hopefully within the next week, and then will be ready for first flight with the Verner.

Then, all we have to have is the right weather.

[PropMan]

GREAT news Tom! 
We are all eagerly awaiting your report.

[Tom H]

The DAR visited yesterday, and our previous (un)legal eagle ultralight is now a legally registered E-AB aircraft.  He found a few minor details to correct, and then we will be cleared to begin testing.  We want to get our liability insurance before too much testing, and especially flying, since we are located at a commercial airport, but that should not take too long.

I'll keep you posted.

[wojtekseta]

Congrats!
 

[s johnson]

Fantastic news Tom..  Look forward to hear and see it Fly... Oshkosh Maybe ??

Scott J
Oshkosh

[Tom H]

These guys are talking Oshkosh.  Flying there.  Would be fun.  And punishing.  Have to think about it.

[leshoman]

Waiting for reports on flying and performance of the 3VW.  Keep us updated on  all events so we can get an idea of all operation items, vibrations, speeds, climb, noise, wind on pilot,  affects on leading edge of vertical Stablizer.  Getting very exciting.

[Kevin N.]

Since I'm local to Louisville I hope to see this airplane when the wx breaks. Wish I had another build in me because I have a serious crush on that Verner.

[Dan_]

This is from 2 months ago...

Video from testing our brand new Scarlett 3V. Yes, no 3VW any more. Engine have bigger stroke - 82 mm, slightly smaller pistons 92mm, alluminium cylinders with iron sleeves, different intake manifold, new ignition, different carburetor inlet ... not a single part from VE enigne is used. And the weight is lover now - 37 kg for complete engine without exhaust, oil and oil tank. This one goes to France to our dealer Pierre.

[Tom H]

Here's an update on our LE/Verner Radial airplane, but probably not what you wanted to hear.

We got the DAR inspection completed with only a couple minor items to correct, which we did.  Then, I worked on getting the insurance completed, which is done.  During some add'l engine tests, we decided to replace the 1/4" alum fuel line from the wing tank to the see-through fuel filter near the engine with a 3/8" line, since the fuel was sluggish getting to and filling the fuel filter.  Also, we decided to replace the original fuel filter, which is about 1" in diameter with one about 1-3/4" in diameter, to reduce any pressure drop in the filter, and to allow extra margin against filter pluggage.  These concerns are all due to the fact that we are running on gravity feed, and not using the supplied fuel pump.  We plan to do another ground test simulating a steep climb to verify all is OK.  All this would take an hour or two, so no big deal.

The disappointing thing is that the weather has not been good to us.  If warm, then it is very windy (probably could have flown it as a kite).  Or, it is rainy.  We haven't had a good enough day to do any flight tests, yet.

Of course, I'll report as soon as we do.