Super Champ rebuild

[Brice Mehlbauer]

Hi, I'm Brice I'm a young pilot with an A&P. I have a 7FC champ converted to 7EC with wide track gear (I love the look of it with that gear) then made experimental exhibition so they could add a O-320 with a Sensenich 74-52 prop to the front. I love the plane but have a few issues with it. one being the gross weight is only 1450lbs. and VNE is only 129mph. those are both easily excided for that engine and prop (not that I've done it). but also it only has 24 gallons of fuel.

kind of what I'm here to ask is if anyone has converted an EC to a GC. I was looking through old service letters and seen it was possible but I was wonder how much truly goes into it and what is different. I know David Lowe and I know that he's converted a few FC's to EC's but I haven't asked him yet if he ever converted an EC to GC.

But for the rebuild. Its getting metal spars, I'm still trying to decide if I'm going with Milman spars and rebuild them myself or if I'm going to call ACA and see if they have wings will work on my plane, plus the ACA wings come bigger fuel tanks. It's getting a new panel in it with a JPI 830 and a Garmin 430. I plan on putting the ABI 3200 tailwheel on it as it currently has a Maule tailwheel that I despise. its getting brakes since the old ones were horrible, and 8.50x6 tires.
I'd like to put the Sensenich ground adjustable STOL prop on there too but I don't think there's enough clearance for a 79-82 inch prop. So I plan on cutting a 2x4 to 80 inches and seeing if I have enough clearance when level.

I'll update with pictures as I go along but it's going to be a multiple year rebuild.

Any input welcome.

 

[Bartman]

Welcome Brice!

If the gross weight and Vne are problems, what changes can you make to improve those two details?

Maybe do a quick 85hp build with Milman spars and then flip it so you can buy a 7GCBC? Is the plane currently flying?

 

[Bob Turner]

Yes. If you have the kind of bucks to do the stuff you mention, you might consider also buying an aircraft you can legally fly any time you want, as opposed to the extreme restrictions of experimental exhibition.

 

[Brice Mehlbauer]

Welcome Brice!

If the gross weight and Vne are problems, what changes can you make to improve those two details?

Maybe do a quick 85hp build with Milman spars and then flip it so you can buy a 7GCBC? Is the plane currently flying?

No she's down for spars. The EC to GC conversion ups the max gross weight to 1650 and the VNE to 162mph. I'm kinda attached to the plane and I don't want to discard it for a GCBC

 

[Brice Mehlbauer]

Yes. If you have the kind of bucks to do the stuff you mention, you might consider also buying an aircraft you can legally fly any time you want, as opposed to the extreme restrictions of experimental exhibition.

I actually like it being in this category. My airworthiness certificate is a mile long with restrictions but none of which actually affect me. I.E. I can't fly into class B or A airspace and I cant mount guns on it, lol ok. as for flying anytime I want it has a 200nm proficiency area that I could fly anytime I want to and not have to report it. that doesn't bother me either. as for the reason I like it in this category, I can do what ever I want to It and not have to fill out 337 or try to get field approvals. also I dislike spring gear and its getting hard to find a GC with oleo gear and if you do find one it probably still has wood spars.

 

[Bartman]

that makes sense Brice. is the 200nm proficiency area something all experimental exhibition certificates allow?

 

[Brice Mehlbauer]

All experimental exhibition/racing allows for a proficiency area. but there is not a standard size. I've heard it being anything from 25nm of home base to any airport in the continental us.

 

[rsrguy3]

Yup, the seabee guys that have the ls1 conversion all have to go ex ex, and they fly anywhere. Supposedly it isn't nearly as restrictive as in the past, many of us are pretty stoked about it to.

It's kinda cool, since there are so few ga manufacturers to lobby against the practice these days, now it's just the kit manufacturers left.

Seems like there should be an easy system to get a repairmans cert and a straight ex aw cert even if you used old certified parts. One in which you have to work with a DER to get through a standardized list.... never happen though.

Wouldn't need any of that though if the fed boys at the FISDO would do their jobs and sign of field approvals for safe sound modern mods on antique airplanes.