I've got the IO-375 195 hp in my 7A with a 2 blade MT prop. Inspection next week so I hope to fly it soon. With full power on the ground the prop holds RPM to 2700 rpm.
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
Gus, we were on the way to N.C. yesterday but we knew it would be dicey...lots of Cu building up. I scrolled the pointer of the 496 to the center of the red...."Tops 33,000' ". No way to top that, so we u-turned and went back.
Good luck,
+1. I don't know what the weather is like down under (does the rain go up?) but "topping" weather at 20K is a risky proposition. If you're just talking about layers, thats fine. However if you're thinking you're going to top any serious cumulus build ups, when you're up that high the build ups can easily out climb your aircraft with a moderate level of convective activity. You could find yourself in a very dangerous position very quickly up there. I've been in the mid 40's and seen storms that have anvil'd on top start building right past me (with about a 30 mile stand off).
Before you do it, think a little harder; Do you have a heated pitot, prop deice, wing/tail deice, etc......? Flying on top is one thing, getting on top in VFR may be possible, but you most probably will be in IMC. And coming down from 20K at 500 ft/m means you will probably be in the clouds picking up lots of ice for 40 minutes.
Paul
N277PM
LAF
ATP RV-7A
My goodness how easy we go on a rant. He's just asking flight envelope questions guys... No need to beat on someone about the reasoning behind their choices. He's a grown man. If you don't have the answer to his question, then there is no need to reply!
I'd like to know the numbers on this question too as I am eyeballing this engine as well!
/rant off.
More like considerations to think about from voices of experience. Can you, sure. Should you? Here are some things to think about to keep yourself safe...
Gus,
Unless you get turbo charging you will rapidly run out of MP in the mid teens and you'll find out that the wings are not long enough to support flight with an engine developing 45 % power probably well below FL180
F$#% with me, life happens, but I will go to ANY length to make sure that nothing will happen to her. )
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.
Get something with two engines then.
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?
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
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 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.
Hi guys,
we're some german folks willing to set up an RV7 with the above setup. However, since we do havehelp from an A&P who built already like 7 7's, this buddy recommends to stick strictly onto vans plans, because:
The cooling-baffle might not fit
"Unknown vibrations" not yet tested, compared to a IO 360
The MT-guys don't feel to happy with this, however would supply the prop
The Raven system is not known yet in Germany??
The exhaust would need some mod's?
What kind of mount would one need for the engine?
The IO 375 weighs 14 lbs less than the "original" 360 lycoming and produces significantly more power, so the paper looks good for the beginning.
And last, I'm eyeballing the James cowl. Has anyone experience with that one?
Looking forward to hearing from y'all
HotDoc