N417RJ - 2008 AEROCOMP INC. COMP AIR 7

2008

AEROCOMP INC.

COMP AIR 7

Used

N417RJ

Factory built turbine airframe, Lyc 720 130 hours since new, factory assembled turbine airframe for extra strength and a professional test pilot program was completed on the finished aircraft. The wings were mounted and rigged by factory personal. The airplane has always been hangared, is damage free and pristine with all teething problems sorted out. The airplane is squawk free.

130.0

Lycoming IO-720 A1B 400 HP 130 hrs. SMOH The airplane is powered by a Lycoming IO-720 A1B engine rated at 400 horsepower. The engine turns an 84 inch Hartzell 3-blade constant speed propeller. There are NO ADs on this prop! The combination of 8 cylinders and a 3-blade prop make this one of the smoothest running light plane engines ever built. The open collector dual exhaust and ram-air intake for the Bendix RSA fuel injector eliminate the power loss (below rated) that is common in production airplanes, i.e., you really get 400 HP in this installation! Dual Bendix 1200 series magnetos provide the ignition. With a TCM "shower of sparks" starting vibrator and a Sky-Tec starter, this fuel-injected engine starts easily, even when hot. Fuel is supplied by an engine driven fuel pump after first passing through a combination gascolator and fuel filter. A Weldon aircraft fuel pump is used to prime the engine before starting, and also serves as a backup to the engine-driven pump. The engine is fully instrumented. In addition to manifold pressure, tachometer, oil pressure, oil temperature, and fuel pressure, a JPI EDM-800 engine analyzer displays CHT and EGT for all 8 cylinders (as well as OAT, battery charge and other parameters), and features a "lean find" function for precise and accurate leaning of the fuel mixture in flight. Cylinder head temperatures range from 295 deg. F. to 345 deg. F., while oil temperatures run from 185 to 195 deg. F., depending on ambient air temperature. All values are well within the Lycoming "green arc". The cylinders underwent the ECI "Cerminil" nickel-ceramic plating process at overhaul. In addition to running cool, they use very little oil. Consumption to date has been approximately one quart every 15 hours, which is quite low for an eight cylinder engine. (That equates to a quart every 30 hours in an IO-360!) The oil and spin-on filter were changed at 10 hours after overhaul, and have been changed every 25 hours since then. Prior to overhaul, the engine was in airline service in South America, and has no history of agricultural use.

Hartzell 84" 3-Blade

The airplane is equipped for night and IFR flight. Conventional guages are easy to read, and reliable. Panel and cabin lights are aviation red LEDs, and some instruments are internally lighted as well. The S-tec system 30 (two-axis) autopilot has its own electric gyro, and will continue to function in the event of a vacuum failure, or failure of any other instrument. It has 3 modes: Steering (stand alone), heading (maintains heading set with the directional gyro "bug"), and nav (follows either the VOR radial or GPS course.) Altitude hold can be used in any mode. A JPI EDM800 8-cylinder engine analyzer with data port monitors engine health and allows for precise leaning of the fuel mixture. The KMD150 moving-map/MFD has an internal GPS. Traffic and weather can be displayed on the map with the addition of appropriate sensors (not included.) A King KX155 nav/com with localizer and a King KR-22 marker beacon receiver enable instrument approaches at any airport with a VOR or ILS approach. The KT76-A transponder is coupled to an ACK encoder good to FL180. A 6 place intercom with crew and pilot isolate completes the avionics stack. Electric elevator trim is controlled by either a switch on the pilot's control stick, or a rocker switch on the panel. Electric flaps are operated with a paddle switch at the bottom of the radio stack. Both pilot and copilot control sticks have push-to-talk switches.

Options: The original style CompAir fiberglass main gear bow is used on the airplane. It makes for smooth landings, and is nearly indestructible. The original MATCO tailwheel was discarded and replaced with a heavy-duty 8-inch Alaska Bushwheel unit (a direct replacement for the Scott 3200 series.) Reinforced steering arms solve a bending problem, which is exhibited by both the Scott and Alaska Bushwheel units, on CompAirs and many other airplanes.

The airplane is finished in Polyfiber insignia white over Polyfiber UV-Smooth prime. The trim stripes and N-Number are vinyl decals, so a new owner can change the color scheme to his/her liking without repainting.

The airplane is currently configured with 4 seats in the conventional seating position. The addition of another rear bench seat (included with the airplane) in a club seating configuration converts the airplane to a 6-seater.The front seats are from a Beechcraft 33 series airplane (Sundowner/Sierra). They are adjustable both fore-and aft, and the seat back has 3 reclining positions. The upright seating position is very comfortable, even on long flights. Large doors make ingress and egress easy. The upholstery and carpets are Airtex, and have the same flame retardant characteristics they use on their certified aircraft interiors. The baggage area will accommodate large items (golf clubs, skis, etc.). I have it placarded for a maximum weight of 200 pounds, which insures the c.g. stays within aerobatic limits, even in the most aft loading condition. The weight limit can be increased for normal operations. The padded and upholstered rear bulkhead is easily removed for inspections and maintenance in the tail cone of the airplane.

Annual: Current