Legal Eagle Flying Adventures

I placed the oil tank with minimum weight in mind, used a round tank attached to engine and close to engine. This maximized weight savings but has been a problem in that we are constantly blowing oil overboard and loose oil pressure at times. Finally determined the problem to being air oil from engine, the Verner 3V is a dry sump oil system, oil and air was not separating resulting in foaming in tank. This resulted in oil air being blown overboard and pumping foam in place of oil resulted in lose of oil pressure. We changed the tank to one like on Legal Eagle XL ORV and it seems to be working as desired now.

I have had a problem every since first flying SR 7-1/2 with the Verner 3V. The Verner is a dry sump type of system and I mounted to oil tank on engine close up to crankcase to save weight. This was not the way to do it. After considerable study we believe the oil/air combing back out of engine did not have enough time and distance to separate resulting in pressure in oil tank and loss of oil pressure at times. The new tank is similar to one on ORV and seems to be working great. No blow out of overflow and oil pressure did not fluctuate.

These changes are modeled after what Denny Sleen had on his Legal Eagle UL at Oshkosh 2018. I first installed this tail wheel on LEXL SR 7-1/2 and it worked very well. My first try on ORV did not work well, broke the weld from cross bar to tail wheel arm. I had intended to use .035 for the cross bar but used a piece of .028 and it was not thick enough. When it was rebuilt I used all .049 material. The tail post on ORV is 3/4″ x .035. for the Tail wheel vertical post used 5/8″ x .049 and reduced upper portion to 1/2″ x .049 with the retainer made of 5/8″ x .049. This fit into the tail post nicely and no bushing is used on the tail post. The tail wheel spring came from Mcmaster Carr 2.5″ long, 1.031 OD, 0.781 ID Part number 9620K31. Fastenal is another place I have purchased springs. The vertical posts for the tail wheel springs is 3/8z’ x .049 and the cross tube and tail wheel wheel tube are both 5/8″ x .049 with the tail wheel axle 3/4″ x .049. This is a very simple way to build a tail wheel installation, saves weight and works well. The wheel came from Aircraft Spruce and is for Sonex type aircraft. Drilled lighting holes and turned off excess metal to lighten it up.

These take offs are various times of the year. All take offs are at max gross weight.

This is set for 0.50 pounds per hour per horsepower and will vary, depending on carb., exhaust, and efficiency of engine.

This engine performs good and could have great future on the Legal Eagle except for it’s firewall forward weight. It performs on the same level a 42/45 hp 1/2VW and the Verner 3V except for weight. We were seeing 450 to 480 fpm on climb out and time from brake release to breaking ground was in line with the other engines mentioned. It was smooth at 3,600 engine rpm, 2,000 prop rpm and remained smooth except in the 1,400 to 1,600 rpm range of the engine. I have the same mufflers on exhaust pipes as on the BSV23 so noise is not an issue. All temperatures were within range and oil pressure was good. I will have more comments and information as time permits. This engine is stock, including carb. Governor has been removed and throttle linkage is direct to carb. The Warp drive ground adjustable prop is set for 3,600 max. engine rpm, static and on climb out that is what we were seeing, at WOT straight and level it would exceed this by about 50 rpm.