Wind In The Wires (Part 2)
After a diversion in a spoon drain, leading to an altercation with a Bull-Ant mound at Narribri, NSW. The move into Verner Radial Engine 9S model was expedited. Within weeks I not only had a Verner 9S engine on order, I was also offered the Australian agency for Verner Radial Engines. A decision not to be taken lightly, however one which I relished and do not regret. Therefore “Classic Era Aviation” was born.
When you have decided that a Verner Radial Engine is the direction you wish to pursue, ordering the particular model engine is quite simple. A deposit of 30% of the total purchase price is required, to position yourself in the queue. Purchase price is quoted in Euro, however as agent I look after all currency exchanges (vary on a daily basis) and fund transfers via “WISE” which has the funds into the Verner Account in Czech Republic within the hour. Confirmation is normally completed with the same business day (Europe) and an approximate production date will be advised from the factory.
Since 95% of the engine is manufactured in-house at the facility in Slovjic, Czech Republic, lead times are generally quite accurate. The only out-sourced items are such as Starter Motor, Carburetor, Electric Fuel Pump, Cylinder Heads, etc. are quality standard “off the shelf” items from respective suppliers. The Carburetor for instance is an “S&S” as utilized on Harley Davidson Motor Cycles, so is easily supported in Australia. The electrical components such as Coil Packs and Regulator are manufactured locally in Czech Republic, to Verner specified design and standards to suit the particular model engine. Electrical equipment is virtually “Plug & Play”, so it is quite easy to integrate into your aircraft’s electrical system. It would come as no surprise that Praslov Verner (Snr) was originally trained by Mercedes Benz as an Engineer, specializing in engines. Kamil Verner (Jnr) has taken a lead from his father and operates the business, manufacturing these engines to the highest of standards. Service and support is second to none, is my current experience thus far.
When every Verner Radial Aircraft engine leaves the factory a few months later packed in a polystyrene foam box mounted on a wooden pallet, apart from the standard inclusions of Carburetor, Coil Packs, Regulator, Electric Fuel Pump, Propeller Face Plate, etc there are two inclusions worthy of note. Included is a Tool Kit (which includes such tools as:- Metric Open Ender/Ring Spanner kit, T-Handle Plug Spanners, Head Studs Socket, Pliers, Screw Driver, Metric Hex Drive kit, Spare Exhaust Gaskets, O-ring Spares, Metric Feeler Gauges, all supplied in a handy sized , compact plastic tool box). Most importantly there is also a 500ml can of Czech Pilsner and complimentary Beer Stein, just so you can celebrate in style, when you first crank it up and create that “Round, Mound of Sound”. Attention to detail, beat that for style!
(Pic, Engine as it arrived)
(Pic, Tool kit, Pilsner and Beer stein)
To build an aircraft with a particular engine from the plan is one thing, however the conversion of my own aircraft, a Hatz Classic biplane from a Lycosaurus to a “Round, Mound of Sound” presents its own challenges. New engine mounts, a change of the firewall real estate, considerations for the ancillaries (such as remote oil tank). They are all challenging tasks, whilst keeping in mind the “C of G” remaining within the prescribed envelope. For my aircraft this also required a new set of gear legs, since the original propeller was 80” diameter and now I am utilizing an 84” x 54”diameter propeller. Additionally the thrust line was some 6” lower. This is where it is always good to have a few other builders, “been there, done that” syndrome. I guess I was lucky that VR3 in Canada are on-speed with (Chromoly 4130) kits to suit the Verner Radial Engine range for Engine mounts and gear leg extensions etc to suit my engine – air-frame configuration.
(Pic, Engine Mount Box & finished)
The next challenge becomes the “Firewall” and the relevant real estate issues. The Oil system is gravity drain, so the tank must be the lowest point. Dependent on engine size, the tank must have a total capacity generally 150% of the actual oil quantity. This is to allow for such contingencies as heat expansion, breather capacity, cooling etc. It also incorporates a centrifugal breather- air/oil separator. The intake must be below the lowest two cylinders to accommodate gravity feed. The Oil Cooler is located between the Oil Tank and Engine driven Oil Pump. It is to be located in front of the Oil Tank and I shall use a 3D printer to design and manufacture an aerodynamic shroud around the Oil Cooler & Tank, below the aircraft fuselage.
Battery (‘s) , Coil Packs, Regulator, Gascolator, Brake Reservoir, Air Intake and Oil Cooler are all considerations for real estate within and below the Boot Cowl & Firewall.
Fortunately Praslov & Kamil Verner have eased the pain, by designing the master electrical system as “Plug & Play”, which eases the pain significantly. This is a well thought our design and you the builder shall reap the benefits of the “Verner” prowess.
(Pic, Oil Tank, Electrical Couplings)
An “Optional Extra” is Verner can supply a completed, ready to bolt on “Standard Exhaust” ring kit. I elected to use the exhaust kit system as supplied by Sam Wautrous (Scale Birds, USA). You can of course design and fabricate your own, however whichever way you choose, there are considerations to be addressed when fabricating a system. Heat expansion is paramount in this aspect. Do NOT lock two cylinders together as heat expansion will cause issues later. Either “Bellows” or “Slip Joints” are mandatory, not optional.
(Pics Exhaust System)
Next edition I shall delve into the “Boot Cowl” real estate and discuss the issues with space, ventilation, cooling, access, etc. All challenging and all quite rewarding, and that’s why we’re into Experimental. For now I have work to do to achieve a demanding timeline, this aircraft needs to be back in the air, “Wind Beneath the Wings” as they say!
