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  #31  
Old 06-02-2011, 09:25 PM
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GusBiz GusBiz is offline
 
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Location: Melbourne, Victoria, Australia
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Quote:
Originally Posted by Sig600 View Post
Gus,
Don't take it personally. The range of experience on here varies from 0 time to 30K hour career airline guys, to military fixed wing and helo, and everything in between.
No problem, you what they say get 3 pilots in a room and you will have 4 opinions.

This is why we have a forum. So that we can argue, if not we would be sitting back with cups of Tea, cucumber sandwiches sipping with our pinkies sticking out.
(I am Australian, its part of the constitution to give some stick to the British)

For what it is worth, I thank and am greatful for EVERYONE that contributed to this post. All respectful honest words are worth listening to. It is the second best thing about VANs, the education power of this forum.

Quote:
Get something with two engines then.
Well I could and I could also just buy two tickets on a 737, that would be safer, cheaper, faster, quieter, warmer, more convenient and require less riveting but then again....

What fun would that be.... Althought...hmmm.... RV 7A with an IO-360 on each wing....now that is a mod
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  #32  
Old 08-09-2011, 04:40 PM
Gonzo24 Gonzo24 is offline
 
Join Date: May 2010
Location: NW Ohio
Posts: 128
Default more feedback on the IO-375

I have this engine hung on my project. just curious if there is any additional feedback since this initial thread seemed to drift way off topic (although interesting).

Specific questions are smoothness comparison to the 360. Fuel burn. any quirks as compared to the 360?
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  #33  
Old 08-13-2011, 12:00 AM
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dhall_polo dhall_polo is offline
 
Join Date: Nov 2006
Location: Cumming, GA
Posts: 610
Default data point...

I have IO360-180hp, constant speed prop.

Just to give you an idea of what a normal RV can do, I peeked at an old engine data log where I climbed up to 17500. During the climb, I maintained a constant airspeed of around 95kts, running 2400RPM and WOT. Prior to reaching 17500 and leveling out, my climb rates had steadily shrunk to 400-450fpm. I clearly wasn't near the ceiling and could have gone into the lower flight levels. FWIW, my MAP was 15.1 at 17500, and I was reading 46% HP.

I think I can safely conclude that 17500 is how high an RV has to climb before it starts performing like a Cessna 172 does at sea level.
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  #34  
Old 08-13-2011, 01:26 PM
Nouj Nouj is offline
 
Join Date: Jun 2008
Location: England
Posts: 32
Default Hi Alt Info

Gus,

FL 227, Standard Snorkel, AEIO-360 A1B6, 16" 2550 RPM, 102 KCAS, 164 KTAS, OAT -26c (March), 35 ROP, 7.6/hr. Climb rate was about <200 fpm. Descend @ 3-400 fpm and 2420 rpm WOT gives about 191 KTAS. Having tested up there prop control was an issue it would be easy to exceed max RPM as the governor struggles with the thin air, believe it or not oil temp was an issue 235f but I am running smaller inlets than standard so that would be different with your set up. Finally weight 1560lbs with 30 usg I am carrying Johansen tips
Used MH O2 which is absolutely brilliant. If you need any more info pm me I am also running G900X and may have some installation advice for you.
Be careful up there it's bloody cold. By the way heart of the envelope for a 7 is 7-9000 if your after performance

Cheers
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  #35  
Old 08-13-2011, 03:34 PM
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Flyfalcons Flyfalcons is offline
 
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Location: Bonney Lake, WA
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Quote:
Originally Posted by dhall_polo View Post
I think I can safely conclude that 17500 is how high an RV has to climb before it starts performing like a Cessna 172 does at sea level.
Why the comparison to a four seat training aircraft with 20 less horsepower?
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  #36  
Old 08-13-2011, 03:40 PM
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hydroguy2 hydroguy2 is offline
 
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Quote:
Originally Posted by Flyfalcons View Post
Why the comparison to a four seat training aircraft with 20 less horsepower?

I'd wager a guess: it's because lots of people have 172 time and can make the connection.

RV=good
172-not so good.....unless that's all ya got
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  #37  
Old 08-13-2011, 03:44 PM
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Flyfalcons Flyfalcons is offline
 
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Location: Bonney Lake, WA
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Quote:
Originally Posted by hydroguy2 View Post
I'd wager a guess: it's because lots of people have 172 time and can make the connection.

RV=good
172-not so good.....unless that's all ya got
Yeah I guess so. It's hard to recognize that other airplanes have their own strengths on this website, but the constant comparisons between RVs and planes designed for entirely different purposes never fail to amuse me.
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  #38  
Old 08-13-2011, 08:19 PM
Nouj Nouj is offline
 
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Location: England
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But the comparison also gives a known benchmark, most of us have flown 172's at one time or another, it didn't appear that any criticism was intended. I can tell you that any higher than 18,000 and the RV7 is more demanding to fly (pitch sensitive and neutrally stable at even mid cg positions) and you are severely punished in terms of performance for sloppy flying.

I think this is thread drift so I will stop now.
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  #39  
Old 08-14-2011, 08:55 PM
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NDrv8r NDrv8r is offline
 
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Location: Bismarck, ND
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Default flying high

Quote:
Originally Posted by GusBiz View Post
Because I want to be able to know if I can get above weather if needed when going over large bodies of water. And yeah thermal shock is an issue but I don't plan to decend any faster than about 500ft/m
I fly a Citation Encore. 20K is right smack in the middle of the weather. You need 40k to get over about 70% of the weather. If its too nasty to fly through, and you don't have room to safely go under where you can see rain shafts, then it may be time to park it and wait it out.
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  #40  
Old 08-25-2011, 04:19 PM
Flaude Flaude is offline
 
Join Date: Sep 2010
Location: Paris
Posts: 14
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I have an aerosport IO 375 with a raven inverted flight system. The plane fly for one month and I must say that I am extremely happy with it. fast and responsive.

Since yesterday I have one problem: Even with a full raven inverted it cannot fly inverted. after 3 second, the oil pressure drop from 69 to 19 PSI.

I took the oil in inversion from the vacuum pump trap. does anyone had a similar problem?
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