This RV-3 does not have the "wing-mod", however, this RV-3 has the fuel tanks located in the wings
which greatly reduces wing spar loads. In its current configuration load limits are +4.4g's -1.76g's.
No inverted systems installed.
I purchased this aircraft without logbooks. Owner #3 lost all but a few pages. Therefore, I completed a
very thorough restoration, new logbooks were started, and after contacting the builder & all previous owners,
the following aircraft history was compiled:
Construction completed in 1994 by Tom McIntyre (builder & 1st owner). This was his second RV-3 build. He flew
both his first and second RV-3 for 1,000 hours each before selling (2,000 hours total).
Aircraft sold to Robert L. Hansen of Payson Arizona (2nd owner). This owner flew the aircraft approximately 20 hours.
Aircraft sold to George L. Graves of Islamorada Florida (3rd owner). This owner also flew the aircraft approximately
20 hours, and had the following components installed: Dynon D10A with remote compass, two axis autopilot, landing & taxi lights.
I am the 4th owner (A&P, I/A, Pilot). I purchased and restored this aircraft with every intention of using it long
term as a commuter to & from work. But things have recently changed. I really hate to sell. It's an amazingly capable, fun,
and comfortable aircraft to fly. I have a permanent RV grin!
The following posts were found online by searching N978TM. Both posts were made by builder, Tom McIntyre.
I extended the wing tanks with Vans approval giving me 18 a side for a total of 36gal. I have just over the 1000 hours on this a/c and had 1020 on my first RV3 for a total of 2000+ hours in RV-3s. Modifications involved moving the canopy back a few inches ala RV4, increased trim tab length by 3 or 4 inches, resculptured the seat ribs to get rid of a hard spot I had with my first RV3. Battery is between the rudder pedals just aft of the firwall. I added a Landol Harmonic Balancer as the light prop (catto 2 blade) and 10:1 pistons made for a rough idle. I flew the airplane throught its test period with a makeshift tail fairing and ended up off setting the vert stab 3/16" at the leading edge and reshimmed the horizontal a bit so that both trimmed out in trail at 180 mph indicated.
--> RV3-List message posted by: tmc664@xxxxxxxxxxx
I used to frequent this list long ago but have since put almost 2000 hours on two RV3s in the last 15 years. I built both of them and did a few uprades on the second one. Nothing drastic but just a little customizing for the type of flying I do.
0320 lyc pumped up to 170+ hp
10:1 pistons, ceramic coated
Vetterman 4 single exhaust
Tip over canopy
Extended range wing fuel tanks (18 gal per side)
Lamb tires and Klaus Zavier wheel pants
One mag/ lightspeed EI
Increased area on elevator trim tab
Decreased wing angle incidence
Adj horiz stab so 0 trim tab deflection @ 180 mph indicated
Adj vert stab for 0 trim @ 180mph indicated
Full aft trim gets me to best glide AS of 105 mph
I've done some prop testing for Craig Catto
Currently using a Catto race prop and a Performance cruise prop
Have participated in 5 EAA cross country races from APV to WIA in the 160hp class, wining my fair share of them
Been a participant in the RACE (Rutan And Canard Enthusiasts) performance trials
Am a great listener to those who have made RVs go Really Really fast. (Dave Anders RV4, Tracy Sailers RV6)
I have opinions on almost everything about RV3s I've done and seen, both good and BAD.
Please contact me if you have any questions on building or flying RV3s.
I do not pretend to be an expert but I've been there, done that on a lot of issues.
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Immediately after purchasing the aircraft in July 2013, I removed the engine, all control
surfaces, wings, vertical & horizontal stabilizer, and completed the following aircraft restoration
at a cost of over $30,000 in parts & materials. The following are highlights of work performed:
Engine major overhaul completed by Certified Engines Unlimited Inc. of Opa-Locka Florida. The
engine was overhauled to new tolerances, not serviceable tolerances. Four NEW Lycoming cylinder
kits were used. In other words, top end is 100% NEW, not overhauled. The builder, Tom McIntyre,
originally modified this O-320 with high compression 10:1 pistons and one electronic ignition.
However, during this engine overhaul (30 hours ago), it was returned to a stock 160 horse
power configuration (8.5:1 compression and dual magnetos w/dual impulse couplings)
All new AN hardware and Tefzel electric wire was used throughout restoration
Installed two new tires & tubes
Inspected and repacked wheel bearings
Rebuilt brake calipers and brake master cylinders with new o-rings, seals, packings
Fabricated new aluminum brake lines from brake caliper to firewall, and installed new AN fittings throughout brake system
Installed new stainless steel brake flex-lines aft of firewall to brake master cylinders and reservoir
Installed new brake pads and stainless steel brake rotors (LINK)
Removed all plastic zip-ties (tie-wraps) from all electric wiring & wire bundles. Replaced with flat
lacing thread and Adel clamps. During this process, electric wiring re-routed and bundled for a
more organized and manageable electric system
Installed TCW Technologies Smart Start engine starter control module which provides an engine
start switch located directly on the control stick. A separate arm button and system circuit breaker are located under instrument panel next
to Hobbs meter. When the red arm button is pressed, a green LED illuminates, and the small round "on stick" engine starter switch located on
control stick is "hot" only as long as green LED is illuminated (1 minute). This system allows pilots right hand to hold stick in the full aft
position while concurrently pressing the starter button while the pilots left hand simultaneously operates throttle & mixture controls
Installed new Tosten control-stick-grip with push-to-talk and engine start switches
Removed, cleaned and powder coated (black) both control stick and flap actuating handle
Installed King KLN-90B IFR approach-capable GPS, autopilot coupled,
with wind direction & velocity displayed on Dynon D10A
Installed a dual USB charge only port on instrument panel,
with co-located circuit breaker, that is intended for use with phones or portable navigation equipment such as iPads.
The adjacent RS232 panel mounted plug provides direct access to the Dynon D10A for convenient firmware updates.
This same RS232 port allows autopilot coupling to remote portable navigation devices
In the early 1990's during construction, the wing fuel tanks were sealed with "slosh" which was visibly pealing away from internal tank surfaces.
Therefore, both tanks were shipped to Evan Johnson of Evans Aviation Products in California.
Evan removed rear tank baffle from both tanks, mechanically and chemically removed all "slosh", resealed both tanks using Pro-seal, and
reinstalled tank baffles. Concurrent to this repair, both tank quantity senders & fuel pickups were replaced with new parts (rigid, no flop tubes)
Pitot-static / transponder check November 08, 2013
Aircraft weight & balance November 08, 2013
Compliance inspection November 18, 2013
Aircraft test flown November 20, 2013
If you're wondering why the wing mod wasn't completed during such an extensive restoration,
here's the short answer:
I'm currently not set-up for sheet metal work.
I'm not a serious aerobatic guy. I do rolls often, and loops occasionally. And these
maneuvers are within the current utility category load limits of + 4.4g's -1.76g's.
There aren't any inverted systems currently installed, so to get the full value &
benefit of a wing mod, in my opinion, the fuel and oil systems would require modification,
which adds weight. However, if one were to add these systems, weight could be easily
reduced by over 30 pounds by simply removing the harmonic balancer (inertial ring) and
installing a smaller battery. And this weight reduction is more than the weight of
installing inverted systems, so the empty weight would decrease.
Corrosion is non-existent.
The seat cushions are authentic sheep skin and are starting to show areas of wear.
The paint is original and very good condition with the following blemishes:
Three small areas on the engine cowling with minor paint crazing caused by engine heat.
Just aft of the engine cowling, the aluminum cowl "cheeks" located on the fuselage have minor paint cracks in the seams where the fuselage and cowl cheeks meet which is cosmetic in nature, not structural.
Paint is extruding from under the heads of several countersunk screws that secure the avionics access panel and fuel tanks. This is occurring only in areas that were repainted or touched-up. Note: the fuel tanks were stripped, acid etched, alodined, and repainted after slosh removal. The overall condition of the paint is quite good.
This aircraft is in excellent condition and is ready-to-fly.