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Thread: RV 7A Maintenance

  1. #1

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    RV 7A Maintenance

    I am doing a Condition Inspection on a friends RV 7A ( he is not the builder and not a holder of repairman cert, yes, I am an A&P in case someone was wondering). As he has no manual for the plane, I am trying to find out how to jack this beast especially the nose so i can do the caster inspection . The checklist he has given me does not have this information.

    Bill L.

  2. #2
    Quote Originally Posted by skyfixer8 View Post
    I am doing a Condition Inspection on a friends RV 7A ( he is not the builder and not a holder of repairman cert, yes, I am an A&P in case someone was wondering). As he has no manual for the plane, I am trying to find out how to jack this beast especially the nose so i can do the caster inspection . The checklist he has given me does not have this information.

    Bill L.
    With the cowling off, you can use an engine hoist or on the other end use the tail tie down ring.




    Sent from my iPad using Tapatalk

  3. #3

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    Thanks Tim. Was wondering about tail tie down but wasn t sure. Had to ask

  4. #4

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    Quote Originally Posted by skyfixer8 View Post
    I am doing a Condition Inspection on a friends RV 7A ( he is not the builder and not a holder of repairman cert, yes, I am an A&P in case someone was wondering). As he has no manual for the plane, I am trying to find out how to jack this beast especially the nose so i can do the caster inspection . The checklist he has given me does not have this information.
    There are threaded jackpoints in the wings, about 2/3 outboard.

    See:

    https://www.vansaircraft.com/pdf/How...k-up-an-RV.pdf

    https://bogertaviation.com/products/rv-jack-pads

    https://antisplataero.com/products/quality-jack-points

    On the taildragger versions, the design is less than optimal due to the angle of the jack on the wing (unless you substantially raise the tail first).

    Here's a different solution:

    http://www.wintermotorsports.com/jackpoints

  5. #5

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    One more question for RV experts out there. I know on Grumman tiger and Tecnam planes I have worked on, there is a "pull factor" on the nose gear swivel system. Anyone out there know if that applies to the RV 7A ? Wish there was a manual for this plane.

  6. #6

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    Quote Originally Posted by skyfixer8 View Post
    One more question for RV experts out there. I know on Grumman tiger and Tecnam planes I have worked on, there is a "pull factor" on the nose gear swivel system. Anyone out there know if that applies to the RV 7A ? Wish there was a manual for this plane.
    There is a specified breakout force. 22 lbs at the axle.

  7. #7

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    Thanks kyle

  8. #8

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    Quote Originally Posted by skyfixer8 View Post
    Wish there was a manual for this plane.
    Welcome to the world of homebuilts.

    Few have manuals like certified aircraft; and anything from the seller of the kit is actually just a recommendation.
    The opinions and statements of this poster are largely based on facts and portray a possible version of the actual events.

  9. #9
    Sam Buchanan's Avatar
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    Quote Originally Posted by skyfixer8 View Post
    Wish there was a manual for this plane.
    The assembly manual that is included with the RV-7A kit has detailed instructions for adjusting the breakout force of the nose gear. Construction drawings, manuals and associated documents can be purchased on a USB flash drive from Vans for $10, every owner and A&P should have this:

    http://www.vansaircraft.com/cgi-bin/...oduct=fd_plans

    These documents are not merely recommendations, they are the 'RV Bible'. You also need a complete set of Service Bulletins:

    http://www.vansaircraft.com/public/service-rv7.htm
    Last edited by Sam Buchanan; 04-05-2018 at 09:34 PM.
    Sam Buchanan
    EAA Technical Counselor
    The RV Journal RV-6 build log
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  10. #10

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    Very gently I'm going to differ from your statement, Sam, as it was too specific, and we're speaking to an A&P.

    The build instructions for any aircraft are in fact recommendations - very serious ones - but the builder is free to deviate from them as they wish. The wisdom of this is usually suspect, but it's the truth of the matter. And the FAA couldn't care less if the builder did so.*

    Likewise, Service Bulletins aren't binding in Experimental Aircraft like AD's are in certified one.

    Again, one would be foolish to disregard them, but there is nothing compelling a builder/owner from following them.

    * Naturally, if one is building an E-LSA, then everything has to be the same to obtain and keep the category.
    The opinions and statements of this poster are largely based on facts and portray a possible version of the actual events.

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