Endlich mal ein Motor, der mir gefällt

[birddog]

Ich habs ein wenig weiter, fliege aber auch auf jeden Fall hin.

[erkki67]

Hallo Dieter

Meintest Du den Motor von Neander-motors, den 2-Zylinder Diesel??

Gruss Erkki

http://www.neander-motors.com

[busbumde]

Oh, wie ich diese Flash-Seiten hasse, aber diesen Motor meinte ich nicht, der ist viel zu neu. Wo hast Du den 5-Zylinder-Verner gesehen? Ich finde immer nur die Boxer - hat der Inhaber gewechselt?

Gruß Dieter

[Cobra Uwe]

<table width="90%" cellspacing="1" cellpadding="3" border="0" align="center"><tr> <td><span class="genmed">Zitat:</span></td></tr><tr><td class="quote">
busbumde schrieb am 01.01.2007 23:10 Uhr:
Oh, wie ich diese Flash-Seiten hasse, aber diesen Motor meinte ich nicht, der ist viel zu neu. Wo hast Du den 5-Zylinder-Verner gesehen? Ich finde immer nur die Boxer - hat der Inhaber gewechselt?

Gruß Dieter
</tr></td></table>


Da isser! Auf der Vernerseite

UWE




http://www.vernermotor.com

[busbumde]

Danke, ich hatte eine andere Seite! So ein Sternmotor hätte für ein Einfach-UL der besonderen Art, also etwa einen Waco-Doppeldecker, an dem ich immer noch dran bin, den Vorteil, daß man keine Cowling braucht bzw. klassisch oft nicht vorsah, abgesehen vom Townsend-Ring. Aber der Motor dürfte wohl nicht ganz billig und leicht werden. Setzen wir mal 15 kg pro Zylinder mit Inhalt und Anteil an der Kurbelwelle an, dann kommt man nass irgendwo bei 95 kg raus, denke ich.

Gruß Dieter

[Cobra Uwe]

<table width="90%" cellspacing="1" cellpadding="3" border="0" align="center"><tr> <td><span class="genmed">Zitat:</span></td></tr><tr><td class="quote">
busbumde schrieb am 02.01.2007 07:31 Uhr:
Setzen wir mal 15 kg pro Zylinder mit Inhalt und Anteil an der Kurbelwelle an, dann kommt man nass irgendwo bei 95 kg raus, denke ich.
Gruß Dieter
</tr></td></table>


Dieter,
das wird nicht langen. Ich tippe in die 115kg Region.
Habe die Jungs vorsichtshalber einmal angeschrieben und um mehr Info gebeten. Toll aussehen tut er ja!

UWE

[busbumde]

Stimmt, Uwe, ich habe ja nur die 5 Zylinder mit 15 kg multipliziert und den Rest einfach vergessen. War wohl noch zu früh...

Gruß Dieter

[erkki67]

Hallo

Die andere Variante wäre der Motor von HCI, einem Motor für den Selbstbau!

Gruss Erkki

[busbumde]

HCI? Selbstbau? Ich denke, es reicht schon ein Selbstbauflugzeug, denn man kann es ja auch übertreiben. Obwohl: Walde und Georg haben damals mit ihrem Mechaniker eigene Felgen für den Sunny gerollt, dazu die Bremsen entwickelt etc. Denen traute ich auch einen eigenen Motor zu.

Gruß Dieter

[erkki67]

Du Dieter Du hast eine PN bekommen!!!

[erkki67]

[erkki67]

Hier ist die Web-seite des HCI:

http://www.hciaviation.com/prod-r180-a.shtml

Gruss Erkki

[Cobra Uwe]

<table width="90%" cellspacing="1" cellpadding="3" border="0" align="center"><tr> <td><span class="genmed">Zitat:</span></td></tr><tr><td class="quote">
busbumde schrieb am 02.01.2007 13:04 Uhr:
Stimmt, Uwe, ich habe ja nur die 5 Zylinder mit 15 kg multipliziert und den Rest einfach vergessen. War wohl noch zu früh...

Gruß Dieter
</tr></td></table>


Jau Dieter. Weit gefehlt mit Gewicht, wenn es realistisch ist.
Ich habe einfach die Antwort kopiert und setzte einmal alles hier rein.
Leider weiß ich nicht wie ich das PDF Bild vom sieben Cylinder hier rein bringen kann. Sieht super aus.

UWE


Scarlett 5

Technical specifications:

Displacement 3325 cc /213 cubic inch
Number of cylinder 5
Bore 97 mm /3.81 inch
Stroke 90 mm /3.54 in
Compression ratio 1 : 9.2
Maximum power 125 BHP (93 kW) @ 3000 RPM (5 minutes max.)
Max. continuous power 110 BHP (82 kW) @ 2800 RPM
Fuel Consumption 170 g/HP/hour (230g/kWh) at recommended cruise RPM (0.38 lb/hph)
Propeller rotation CCW, viewed from the front, tractor propeller (tractor propeller) - like Rotax 582
Weight dry weight: 85 kg, oil cooler: 1 kg, exhaust pipe: ~4 kg
Spark plugs NGK DCPR9E R Thread M 12x1.25
Spark plug gap 0.5 mm (0.02 in)
Electric starter 12 V/1000 W
Generator (Alternator) 12 V/380 W (27 Amp)
Lubrication semi-synthetic 4 stroke motorcycle oil SAE 15W-50, JASO MA standard
Fuel aviation petrol 100 LL AvGas or motor petrol, octane number 95 or more
Fuel pump Pierburg 7.20971.63
Carburetors 1 x Bing 94 - Verner setting
Propeller hub 101.6 mm B.C. × 6 × M8 mm,
Recommended TBO 1000 hours


Scarlett 5R

Technical specifications:

Displacement 3325 cc /213 cubic inch
Number of cylinder 5
Bore 97 mm /3.81 inch
Stroke 90 mm /3.54 in
Compression ratio 1 : 9.2
Maximum power 170 BHP (127 kW) @ 3600 RPM (5 minutes max.)
Max. continuous power 145 BHP (108 kW) @ 3200 RPM
Fuel Consumption 170 g/HP/hour (230g/kWh) at recommended cruise RPM (0.38 lb/hph)
Propeller rotation CCW, viewed from the front, tractor propeller (tractor propeller) - like Rotax 582
Weight dry weight: 89 kg, oil cooler: 1 kg, exhaust pipe: ~4 kg
Spark plugs NGK DCPR9E R Thread M 12x1.25
Spark plug gap 0.5 mm (0.02 in)
Electric starter 12 V/1000 W
Generator (Alternator) 12 V/380 W (27 Amp)
Lubrication semi-synthetic 4 stroke motorcycle oil SAE 15W-50, JASO MA standard
Fuel aviation petrol 100 LL AvGas or motor petrol, octane number 95 or more
Fuel pump Pierburg 7.20971.63
Carburetors 1 x Bing 94 - Verner setting
Reduction drive 1:1.4 gear box, lubricated with engine oil
Propeller hub 101.6 mm B.C. × 6 × M8 mm,
Recommended TBO 1000 hours
Scarlett 5RS

Technical specifications:

Displacement 3325 cc /213 cubic inch
Number of cylinder 5
Bore 97 mm /3.81 inch
Stroke 90 mm /3.54 in
Compression ratio 1 : 9.2
Maximum power 190 BHP (142 kW) @ 4600 RPM (5 minutes max.)
Max. continuous power 155 BHP (115 kW) @ 3800 RPM
Fuel Consumption 170 g/HP/hour (230g/kWh) at recommended cruise RPM (0.38 lb/hph)
Propeller rotation CW, viewed from the front, tractor propeller (tractor propeller) - like Rotax 912
Weight dry weight: 89 kg, oil cooler: 1 kg, exhaust pipe: ~4 kg
Spark plugs NGK DCPR9E R Thread M 12x1.25
Spark plug gap 0.5 mm (0.02 in)
Electric starter 12 V/1000 W
Generator (Alternator) 12 V/380 W (27 Amp)
Lubrication semi-synthetic 4 stroke motorcycle oil SAE 15W-50, JASO MA standard
Fuel aviation petrol 100 LL AvGas or motor petrol, octane number 95 or more
Fuel pump Pierburg 7.20971.63
Carburetors 1 x Bing 94 - Verner setting
Reduction drive 1:2.14 gear box, lubricated with engine oil
Propeller hub 101.6 mm B.C. × 6 × M8 mm,
Recommended TBO 700 hours



Scarlett 7

Technical specifications:

Displacement 4655 cc /298.2 cubic inch
Number of cylinder 7
Bore 97 mm /3.81 inch
Stroke 90 mm /3.54 in
Compression ratio 1 : 9.2
Maximum power 172 BHP (128 kW) @ 3000 RPM (5 minutes max.)
Max. continuous power 160 BHP (120 kW) @ 2800 RPM
Fuel Consumption 170 g/HP/hour (230g/kWh) at recommended cruise RPM (0.38 lb/hph)
Propeller rotation CCW, viewed from the front, tractor propeller (tractor propeller) - like Rotax 582
Weight dry weight: 106 kg, oil cooler: 1 kg, exhaust pipe: ~4 kg
Spark plugs NGK DCPR9E R Thread M 12x1.25
Spark plug gap 0.5 mm (0.02 in)
Electric starter 12 V/1000 W
Generator (Alternator) 12 V/380 W (27 Amp)
Lubrication semi-synthetic 4 stroke motorcycle oil SAE 15W-50, JASO MA standard
Fuel aviation petrol 100 LL AvGas or motor petrol, octane number 95 or more
Fuel pump Pierburg 7.20971.63
Carburetors 1 x Bing 94 - Verner setting
Propeller hub 101.6 mm B.C. × 6 × M8 mm,
Recommended TBO 1200 hours

[Cobra Uwe]

<table width="90%" cellspacing="1" cellpadding="3" border="0" align="center"><tr> <td><span class="genmed">Zitat:</span></td></tr><tr><td class="quote">
busbumde schrieb am 02.01.2007 13:04 Uhr:
Stimmt, Uwe, ich habe ja nur die 5 Zylinder mit 15 kg multipliziert und den Rest einfach vergessen. War wohl noch zu früh...

Gruß Dieter
</tr></td></table>


Und hier noch einmal der Dreicylinder und die Antwort auf meine Fragen.

UWE

Please look to attachement for more informationsabout our radial engines.
We´re preparing our aircraft for promoting our radial engines. One of our
first radial engines will be fitted in small helicopter, so our engines will
be tested on helicopter too.
More informations about engines will be soon on internet, becuause we´re
preparing new website.

I hope you will find some interesting model in our engine list.

Should you have any further queries, do not hesitate to contact us on
<a href="mailto:vernermotor@vernermotor.com[/url] or to see our website: http://www.vernermotor.com for
more details.


Sincerely,
Paul
VERNER MOTOR
Czech Republic
http://www.vernermotor.com .

Scarlett 3

Technical specifications:

Displacement 1995 cc /127.8 cubic inch
Number of cylinder 3
Bore 97 mm /3.81 inch
Stroke 90 mm /3.54 in
Compression ratio 1 : 9.2
Maximum power 71 BHP (53 kW) @ 3000 RPM (5 minutes max.)
Max. continuous power 60 BHP (44 kW) @ 2600 RPM
Fuel Consumption 170 g/HP/hour (230g/kWh) at recommended cruise RPM (0.38 lb/hph)
Propeller rotation CCW, viewed from the front, tractor propeller (tractor propeller) - like Rotax 582
Weight dry weight: 69 kg, oil cooler: 1 kg, exhaust pipe: ~4 kg
Spark plugs NGK DCPR9E R Thread M 12x1.25
Spark plug gap 0.5 mm (0.02 in)
Electric starter 12 V/1000 W
Generator (Alternator) 12 V/380 W (27 Amp)
Lubrication semi-synthetic 4 stroke motorcycle oil SAE 15W-50, JASO MA standard
Fuel aviation petrol 100 LL AvGas or motor petrol, octane number 95 or more
Fuel pump Pierburg 7.20971.63
Carburetors 1 x Bing 94 - Verner setting
Propeller hub 101.6 mm B.C. × 6 × M8 mm,
Recommended TBO 1000 hour


Scarlett 3R

Technical specifications:

Displacement 1995 cc /127.8 cubic inch
Number of cylinder 3
Bore 97 mm /3.81 inch
Stroke 90 mm /3.54 in
Compression ratio 1 : 9.2
Maximum power 100 BHP (75 kW) @ 4600 RPM (5 minutes max.)
Max. continuous power 76 BHP (56 kW) @ 3800 RPM
Fuel Consumption 170 g/HP/hour (230g/kWh) at recommended cruise RPM (0.38 lb/hph)
Propeller rotation CW, viewed from the front, tractor propeller (tractor propeller) - like Rotax 912
Weight dry weight: 75 kg, oil cooler: 1 kg, exhaust pipe: ~4 kg
Spark plugs NGK DCPR9E R Thread M 12x1.25
Spark plug gap 0.5 mm (0.02 in)
Electric starter 12 V/1000 W
Generator (Alternator) 12 V/380 W (27 Amp)
Lubrication semi-synthetic 4 stroke motorcycle oil SAE 15W-50, JASO MA standard
Fuel aviation petrol 100 LL AvGas or motor petrol, octane number 95 or more
Fuel pump Pierburg 7.20971.63
Carburetors 1 x Bing 94 - Verner setting
Reduction drive 1:2.14 gear box, lubricated with engine oil
Propeller hub 101.6 mm B.C. × 6 × M8 mm,
Recommended TBO 700 hours



ENGINE VERNER Scarlett 3 (3 cylinder radial engine) 7800,- EURO

ENGINE VERNER Scarlett 3R (3 cylinder radial engine with 1:2,14 reduction) 9500,- EURO

ENGINE VERNER Scarlett 5 (5 cylinder radial engine) 11000,- EURO

ENGINE VERNER Scarlett 5R (5 cylinder radial engine with 1:1,4 reduction) 13500,- EURO

ENGINE VERNER Scarlett 5RS (5 cylinder radial engine with 1:2,14 reduction) 14500,- EURO

ENGINE VERNER Scarlett 7 (7 cylinder radial engine) 16500,- EURO

[limapap]

da im Moment so ein wenig lehr lauf ist, habe ich diesen Beitrag in ein Forum gefunden.
Es geht um den " Aero Twin "
Es scheint die Befürchtungen sind mal wieder wahr geworden.
Der Beitrag ist in englisch aber ich glaube verständlich. Sollte jedoch bedarf sein kann ich das ganze auch übersetzen. Dieses war einer der Motoren die mich sehr interessiert haben.

Re: Aero-Twin

" Stuart Pearson along with with Bill White were the designers and I had
several long chats with Stu by phone. They live in my hometown in
Christchurch NZ.

Stuart no longer has anything to do with the engine although he said
Bill White was retained by Aerotwin as a consultant.

In effect the engine had little development and testing time after the
first 2 prototypes were built. These were shipped to the states very
soon after the VC deal was closed.

Aerotwin soon had problems trying to manufacture the engine especially
the titanium crank and the head/cylinder block. Technically Aerotwin
Motors wasn't really to the task of working with high tech alloy
engines so started to make substantial material changes to overcome this.

Stu and Bill were not happy about these changes and in their opinion
not given the funding to test the engine with the changes Aerotwin
were making.

This eventually led to a falling out and Stu was agressively moved
sideways by Aerotwin. He evenually got out completely and left them to
it. He was left very disenchanted with the whole process.

I haven't spoken to Stu for probably 18 months or more so I don't know
where the engines at now.

I know that they had serious concerns about some aspects of the engine
that needed further refinement especially heat dissapation. As far as
the crank goes I think they ended settling on a conventional crank
that was easier to manufacture and machine even though it added weight
to the engine.

It was originally designed as an 80hp engine and detuned to 65hp.
They had also identified some harmonic problems that they were trying
to iron out with crank balancing and differently sized flywheels (this
is Bill Whites speciality).

They did a run with no flywheel and almost immediately sheared the
output drive shaft to the prop. Put a 5kg flywheel on and that solved
the problem. When last I spoke Bill was stripping the weight on
the flywheel in increments to see were the critical crossover point
came. I never heard the outcome of that testing.

Personally I wouldn't want to be a test pilot for Aerotwin so that
engine got scratched. I got the impression from Stu that the engine's
probably OK but nowhere near as good as it could have been. That
probably translates into lower reliability, higher maintenace and
lower TBO's "

Ob damit auch der " airscooter " der Vergangenheit angehört?