RV3 for Sale .comN978TM

This RV-3 is remarkably fast, and has very impressive cross country capabilities. This due to:

Throughout this website you will find time saving hot-links that open in a new window.

Model RV-3
Serial Number 1170
Registration N978TM
Year Completed 1994
Total Time Airframe 1082 hours
Engine SMOH 30 hours
IFR / VFR Database update (May 2012) & IFR pitot/static check required for IFR
Fuel Quantity & Location Two 18 gallon wing tanks, 36 gallons total, no fuselage tank
Wing Type II, utility category load limits of +4.4g's -1.76g's
Useful Load Empty 857 + full fuel 216 + baggage 50 + pilot 225 = 1348 gross wt.
Inverted Capabilities No inverted systems installed
Is Seller Builder No, seller is fourth owner
Engine 160 hp O-320, 8:5-1 compression, Slick mags, dual impulse couplings
Carburetor Marvel Schebler MA4SPA
Exhaust Vetterman 4-pipe
Propeller Catto 2-blade 68"dia, 82"pitch, Landoll harmonic balancer (inertia ring)
Instrumentation Dynon D10A w/remote compass, 2-axis autopilot, GPS coupled
Comm KY 97A VHF comm
Transponder KT 76A Transponder with blind encoder
Nav KLN-90B   IFR approach-capable GPS (database date)
Charging Ports Panel mount dual USB charge-only ports for iPad, Stratus, or similar
EGT / CHT KS Avionics Tetra II
Trim Elevator - manual,   Aileron - electric,   Rudder - none
Canopy Custom tip-over and positioned further aft similar to RV-4 canopy
Nav / Strobe Ztron Labs 3-position LED strobe & navigation lights
Land / Taxi Duckworks 70W High Intensity Xenon
Included Accessories Pitot cover, custom cowling inlet & carburetor inlet plugs, canopy cover, control locks, fuel sampler, and RAM mount for iPad mini
Condition Inspection November 2013 (fresh inspection included with sale)
Damage History None
Hangared Yes
Current Location 06FD, Grass Roots Airpark, Central Florida
Delivery Available Yes, for fuel & hotel cost only
Asking Price $48,500
Contact Info Sean Reynolds   305.394.1740 (no texts) Sean@FlyReynolds.com

View & Download the table above   (suitable for printing)

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:

  1. 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).
  2. Aircraft sold to Robert L. Hansen of Payson Arizona (2nd owner). This owner flew the aircraft approximately 20 hours.
  3. 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.
  4. 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.

Plans/kit: 11170 Reg: N978TM Owner: McIntyre, Thomas
Builder: McIntyre, Thomas Engine: Lycoming O-320 Picture:
Completed: 1994 Prop: Catto 2-blade
Wing type: Type II Empty weight: 788 lbs
Wing mods:   Gross weight: 1250 lbs
Fuel tank: Wing Empty CG: 57.3"
Comments:

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
Hi all
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. RV3 #1170
N978TM
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.
Happy Flying
Tom
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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 pedal return springs
  • Serviced brakes with Royco 782 hydraulic fluid
  • 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
  • New battery: Odyssey PC-925
  • Installed Ztron Labs 3-position LED navigation / strobe light system
  • Installed MGL combination manifold pressure / RPM gauge with corresponding solid state UMA hall effect sensor in the left magneto for RPM sensing. Engine tach time since major overhaul is accurately displayed on this instrument Airframe total time since new is displayed separately on Hobbs meter (1082 hours)
  • New engine Lord mounts
  • New silicone engine baffling
  • New alternator belt
  • New alternator
  • Two new slick magnetos, both with impulse couplings, and two new harnesses
  • Eight new spark plugs (Autolite Unison UREM 40E)
  • Installed overhauled MA4SPA carburetor
  • All new fuel, oil, and pneumatic lines, hoses & fittings used both forward and aft of the engine firewall during engine installation
  • New tailwheel shaft (spring) and tailwheel assembly from JDAir.
  • Installed new keyless magneto switch and new p-leads
  • 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
  • New starter Sky-Tec 149-NL
  • New alternator (LINK & amperage)
  • Installed AirWolfe remote spin-on oil filter kit
  • New K&N carburetor air filter
  • New Saber Manufacturing Inc. hardware used when installing propeller & propeller extension
  • New electric fuel pump
  • 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)
  • Two new custom engraved & painted fuel caps
  • New gascolator
  • New Dynon D10A internal backup battery
  • Replaced all pitot and static lines from instruments out to pitot tube
  • Hobbs meter located under instrument panel reflect accurate airframe total time (1082 hours)
  • Tachometer & manifold pressure gauge reflect engine time since major overhaul (30 hours)
  • 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:

Additional notes: