We have just completed the first year of flying the RV-7 - only 45 hours due to other priorities and weather.
The issues that we have encountered are listed below.
Continuous Duty Solenoid (Vans PN ES24118). Symptoms: slow deterioration in battery performance. Recharge would recover the volts, but eventually not enough current to turn the prop. Rapid volt drop after battery switch on - volt/amp readings normal after alternator on. Determined a leak of about 0.25v per day through solenoid, batt switch off. Replaced solenoid - problem fixed.
Re-Torque of Nuts. The following nuts needed re-torquing - they were not loose, but would have been if left much longer: both lower outboard engine mount, removed/replaced split pins; Both gear legs (nyloc); the two nyloc nuts on the two horizontal bolts which secure the tail wheel to the tail-spring.
The aircraft was built to plans: tip-up, Hartzell BA, Aerosport IO-360M1, E/Pmag combo, NGK Iridium BR8EIX, Dynon D100 EFIS, D120 EMS, AP74, Lowrance 2000c, Xcom 760 radio/intercom, Microair 2000 TX, B&C 40 amp Alt, basic weight 492kg, 1085lb, complete & painted. CofG empty is 78.24". Oil cooler is Vans supplied, baffle mounted.
The CHT spread is well within the 'rule-of-thumb' spread of 36degC, 65degF, and are cool in cruise with a max of about 204-208C, 405F, in a climb.
The EGT spread is within 44C, 80F.
Oil temp is OK in the cruise but can hit the max limit in a long climb at max power.
We are averaging about 30 litres (USG 8) per hour overall, mainly in local flights including 130 take-offs/landings, mostly touch & go. Added 5 quarts of oil in the first 30 hours, two in the last 20 hours.
On a recent cross country trip at close to max AUW we set (LOP) 30 litres per hour fuel flow at 8500ft PA/9K DA and cruised at about 138KIAS/158KTAS, 66%, 22.5 MAP (full throttle), 2360RPM, oil press 78psi, temp 86C (187F). All data observed, not calibrated, nor normalised, but matched ground speed, and fuel dip. CHT: 150/162/170/164C (302/324/338/327F). EGT: 751/708/724/716C (1384/1306/1335/1321F). GPS box indicates 4 kt faster than observed on the Dynon.
A very pleasing aircraft. Thanks to Doug for the site, and all the contributors who have paved the way.
Regards,
Bob & Shaun
The issues that we have encountered are listed below.
Continuous Duty Solenoid (Vans PN ES24118). Symptoms: slow deterioration in battery performance. Recharge would recover the volts, but eventually not enough current to turn the prop. Rapid volt drop after battery switch on - volt/amp readings normal after alternator on. Determined a leak of about 0.25v per day through solenoid, batt switch off. Replaced solenoid - problem fixed.
Re-Torque of Nuts. The following nuts needed re-torquing - they were not loose, but would have been if left much longer: both lower outboard engine mount, removed/replaced split pins; Both gear legs (nyloc); the two nyloc nuts on the two horizontal bolts which secure the tail wheel to the tail-spring.
The aircraft was built to plans: tip-up, Hartzell BA, Aerosport IO-360M1, E/Pmag combo, NGK Iridium BR8EIX, Dynon D100 EFIS, D120 EMS, AP74, Lowrance 2000c, Xcom 760 radio/intercom, Microair 2000 TX, B&C 40 amp Alt, basic weight 492kg, 1085lb, complete & painted. CofG empty is 78.24". Oil cooler is Vans supplied, baffle mounted.
The CHT spread is well within the 'rule-of-thumb' spread of 36degC, 65degF, and are cool in cruise with a max of about 204-208C, 405F, in a climb.
The EGT spread is within 44C, 80F.
Oil temp is OK in the cruise but can hit the max limit in a long climb at max power.
We are averaging about 30 litres (USG 8) per hour overall, mainly in local flights including 130 take-offs/landings, mostly touch & go. Added 5 quarts of oil in the first 30 hours, two in the last 20 hours.
On a recent cross country trip at close to max AUW we set (LOP) 30 litres per hour fuel flow at 8500ft PA/9K DA and cruised at about 138KIAS/158KTAS, 66%, 22.5 MAP (full throttle), 2360RPM, oil press 78psi, temp 86C (187F). All data observed, not calibrated, nor normalised, but matched ground speed, and fuel dip. CHT: 150/162/170/164C (302/324/338/327F). EGT: 751/708/724/716C (1384/1306/1335/1321F). GPS box indicates 4 kt faster than observed on the Dynon.
A very pleasing aircraft. Thanks to Doug for the site, and all the contributors who have paved the way.
Regards,
Bob & Shaun
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