![]() |
WTB- RV-7A, Ferrari version, Not the Cadillac!
FOUND my Ferrari! On 777 as I write this SFO-BOS, looking forward to the 3,000+ mile retreival flight. Was not exactly what I expected. FP Sensenich, which will soon be ome CS composite, carb soon to be injection, but an an exquisetely slow-built airframe that is the work of a career helicopter A&P, sadly deseased. Color me one happy camper.
I'm still looking for a flying RV-7A resembling the one I would build if I had the time. Max $135K cash would need to be very low time and hit on all wishlist points- so less for any compromises, upgrades or mods required. If you need to sell a 7A that seems to fit what I'm looking for, please contact me. I'm willing to travel. My wish list ranked by importance: 1- WEIGHT: Building within Van's weight target requires incredible discipline at every step. I know the airplane I want may exceed the heavy end of Van's recommended range by a bit, but I'd really like to end up near 1150#. Comfy seats ok, but other embellishments, upholstery, padding, excessive primers or interior paint, etc. generally count as negatives for me. Well-done ext. paint but as light-weight as humanly possible works for me. A signed-off but not yet painted recent build would be a HUGE plus. Will need to know accurate empty weight as-equipped. 2- Power: Fuel injection a must, even if I have to convert, cold-air induction a plus, at least 180HP, CS Prop(preferably composit). I would consider a light, well-built FP that could be converted to CS 3- Quality/Equipment: Well-fitted tilt-up a big plus. Fast-build a plus but slow ok if very well done. LED exterior lighting, electric trim and flaps OK. Easily removable pax side stick. Low-time low-age a plus as well. Purchase direct from builder a definite plus. 4- The Panel- I'm actually willing to upgrade or even replace the panel, but that would hit the price pretty hard. I'm looking to end up with Airspeed indicator steamer and up-to-date or easily upgradable glass, GRT or Dynon, easily integrated with ADSB in-out, auto-pilot, etc. Bare space on Pax side of panel a big plus. Your labor of love will be deeply appreciated and will be cared for by an experienced pilot and seasoned mechanic and will live in my nice dry hangar at KSTS. |
Just a data point, all the stuff on your wish list is going to add weight, it is hard to have all those things and be light, the one I built has 200 HP CS full Dynon, seat cushions and paint....1173 LBS. what is your goal with the weight concern, payload, speed, flickability?
|
Quote:
http://www.vansairforce.com/communit...d.php?t=153455 http://www.vansairforce.com/communit...d.php?t=153008 |
Quote:
I've rejected three candidates that ended up between 1214# and 1278#(!), and a pervasively lax attitude toward weight prompted me to start the two threads Sam listed(Thank you Sam!). One is on the importance of updating the W&B after paint and other mods, and the other on the benefits of striving to build light regardless of what equipment you choose to include. You will see that I took some serious flack from a few builders in that second one- |
Every time I see the title of this thread appear in my feed I replace the name “Ferrari” with “Lotus” in my head.
Collin Chapman’s whole ethos was “Simplify. Then add lightness” I’m far too pandemic :/ ![]() |
heaven on earth (well just above it really)
Sorry to be a pain. :D:D Not really but it may encourage you.
What you are looking for is very like my present mount. :) When I last flew my 6 I thought why am I selling this? But every time I sit at the end of the runway and unleash the angle valve up front driving the 3 blade composite prop I get a reminder. The 6 had carpets, leather seats etc etc etc. The end result was it was about 50Lbs heavier than the 7. With 40 horses less and the FP prop there is quite a difference in performance. The one thing I don't have that you are looking for is space on the panel. The right hand seat has an AFS EFIS in front of it. I can live with that. :D:D Persevere they are out there. When you find yours hope its as good for you as mine is for me. Edit to add. Just thought I should have mentioned the weight. She is currently 1095Lbs. But I am hoping to loose a few LBs. Its not everyone's taste but I am replacing the back up steam gauges with a Garmin G5 at the same time as replacing an old AFS 3500 in front of the pilot with a new AF5500. It would be great to get down to 1090 Lbs. But I tend to fly with just enough fuel for the flight plus 45 mins of reserve to keep weight down. |
Lotus lightness
Quote:
The recent threads by Otis and the experience of driving the Lotus have influenced some of the decisions I’m making for completion of my RV-7. |
Quote:
|
Otis,
I don't believe the options you want are difficult to achieve. I wasn't overly picky during my build and could easily drop a few lbs here and there (and will eventually) with some additional "lightness." My setup (many options listed in my signature): O360-A4M (solid crank) [planning to install Superior Cold Air Sump, which saves 3 lbs] AFP FM150 fuel injection Catto 3 Bld NLE (very smooth) 1 P-Mag, 1 Slick-non impulse PC680 on the firewall (per plans) Anti-Splat Nose Job 2 and nose wheel bearing upgrade Saber 20 lb plate in front of prop (for CG, which is great) Elect flaps/trim Dynon SV1000T x2 w/dual bkup batteries, intercom, radio, AP panel and button panel, ADS-B in/out Mostly fuses with a few select CBs on the panel FlightLine Interior leather seats, carpet and elbow cushions Grove wheels/brakes Duckworks 55w landing lights (soon to be replaced with LEDs) AeroLED Nav/Strobes/Tail Dynon Heated Pitot/AOA Current empty weight is 1105 lbs (no paint) An EarthX battery would save another ~10 lbs but, IMO, needs some additional OV protection. I installed the 20 lb prop plate (vs 14) to allow for weight loss like this and still have a good CG range. |
"...far too pandemic," are we? Perhaps catachrestic in this case, as I think you might have meant "pedantic." Love me some malaprop.
==dave== N102FM |
Quote:
|
Quote:
|
| All times are GMT -6. The time now is 05:10 AM. |