Av8safe
Well Known Member
It looks like I will soon be buying a beautiful RV7 that has an engine build that I would like some thoughts from the gallery on how best to care and feed it to ensure many happy hours. The plane will be in an un-heated hangar in a four season climate. Specifically looking for thoughts on winter protection including pre-heaters (tanis, hornet, home made), moisture protection (hope to fly at least every couple of weeks), and anything else that comes to mind about this engine.
Appreciate the input!
Mitch
ENGINE DESCRIPTION: Lycoming Direct Drive Engine was modified in the following way, during overhaul in 2003, by Engine Components Inc (ECI). They built the engine originally to fit into an RV-4 or RV-6. In order to place an angle valve engine into these two aircraft types the engine had to maintain a thin profile. Therefore, this engine is built up from an IO-360-A2F crankcase, O-360-A sump, an O-320-D2J hollow-bore crankshaft, O-320 connecting rods, O-320 cylinders attached to IO-360 angle valve heads with O-320 pistons giving a compression ratio of 8.7 : 1. The combination of these components results in an engine 1" thinner than a standard IO-360-A model. The engine was dyno tested with a MA4-5 SPA carburetor and 2 Slick magnetos and produced 193HP on a dyno test stand. Further modifications done by the aircraft builder and included the replacement of the MA4-5 SPA carburetor with an Airflow Performance Fuel injection system, a high pressure engine driven fuel pump and the replacement of the right side Slick Magneto with a P-Mag electronic ignition system.
Appreciate the input!
Mitch
ENGINE DESCRIPTION: Lycoming Direct Drive Engine was modified in the following way, during overhaul in 2003, by Engine Components Inc (ECI). They built the engine originally to fit into an RV-4 or RV-6. In order to place an angle valve engine into these two aircraft types the engine had to maintain a thin profile. Therefore, this engine is built up from an IO-360-A2F crankcase, O-360-A sump, an O-320-D2J hollow-bore crankshaft, O-320 connecting rods, O-320 cylinders attached to IO-360 angle valve heads with O-320 pistons giving a compression ratio of 8.7 : 1. The combination of these components results in an engine 1" thinner than a standard IO-360-A model. The engine was dyno tested with a MA4-5 SPA carburetor and 2 Slick magnetos and produced 193HP on a dyno test stand. Further modifications done by the aircraft builder and included the replacement of the MA4-5 SPA carburetor with an Airflow Performance Fuel injection system, a high pressure engine driven fuel pump and the replacement of the right side Slick Magneto with a P-Mag electronic ignition system.