Here is a description of the RV-6A for sale.
The plane has no damage
history.
RV-6A, 116 TT, ROTARY POWERED, WITH MOGAS
AND $1,000 MAJOR OH @ 2000HR, FLY FAST FOR HALF THE
COST, Bendix/King radio and transponder, Whelen lights, Garmin 195,
intercom, engine has redundant ignition, fuel injection, and computer
control. It has electric trim for ailerons and elevator plus
electric control of flaps. Always hangered and needs additional
paint because of 13B, lower cowling and nose wheel modifiation.
Year: 1998
Manufacture: VANS
Model: RV-6A
Price: $31,975. OBO,
Location: Tampa
Bay, Hidden Lakes, New Port Richey
Always Hangered
Condition: needs attention to fiber glass fairings
and paint
Serial
Number: 22594
Registration Number: N357BH
Airframe/Engine total time: 116
hours
Contact: Bill Hughes, bhskyking@aol.com, 727-772-7773,
C727-692-8258
I built this and another plane. The Airworthiness
Certificate is dated 1998. The plaque on the tail has my name engraved.
Inspection is current but according to EAA and legal forums at Sun-N-Fun, no one
should sell a home built experimental aircraft without the standard legal form
available from EAA which makes the buyer responsible for airworthiness. If you
are not an A&P, you would have to get one to sign the
annual.
The engine is a Mazda 13B engine which is
indestructible. There are two very attractive options to this airplane and
engine.
A. Buy and fly the plane for the cost of
Van’s Quick Build kit $31,975. Or do not fly it and sell the
engine, electronic engine control and gear reduction to rotary enthusiast which
should bring about $8000. Buy a new Lycoming engine for about
$28,000. Van's dynafoal mount is orginal. So for about $52,000, you
have an airframe with 116 hours and brand new engine and some avionics.
And you did not spend years riveting.
.... SNIP.......
Tracy Crook at Real World
Solutions designed and manufactures a gear reduction that handles 400 HP and no
failures. This plane has a very similar unit that is shorter to
avoid modification of Van’s dynafocal mount and has an even larger gear set from
a truck transmission. Art Luther has made several of these and none
have failed.
Adequate cooling is done with a custom radiator,
attention to airflow, and two large oil coolers. One third of the
engine heat is removed with oil. With a high temperature exhaust system, there
has never been any problems with heat removal. I studied
thermodynamics.
This engine and Tracy’s engine control unit has two
computers, two redundant ignition systems, two spark plugs per
rotor, two independent fuel injection system/injectors and two redundant fuel
pumps.
Now you say auto engines are not designed to operate
at full power for extended time. This engine design has been turbo
charges to 400 HP and raced at 11,000 rpm for hours. There is no
crankshaft to break. The eccentric shaft is two inches of straight
steel with lobes. The rotors turn at one third the RPM of the
output eccentric shaft. At 175 mph cruise, e-shaft at 5000 rpm, rotors turning
1667 rpm, prop at 2500 rpm, the engine has no stress.
Tracy Crook has measured very little wear with a
Mazda 13B engine at @ 2000 hours in an RV-4. Over thousands of
hours, the failure is slow wear in seals which shows up as less compression and
less static RPM. Operating with mogas (regular auto gas) and less than $1000 for
major overhaul, over 2000 hours, the flying cost per hour is one-half that of an
aircraft engine.
The engine is rated at 190HP or more with tuned
intake manifojld. The newer RX8 Genesis engine is rated at 232 HP. These engines
are available from Bruce Turentine in Raleigh,
NC who does an overhaul and modification for aircraft. He
imports them from Japan where all cars are forced to
be retired at three years. The price was $5000. The machine work and gear
reduction for this aircraft was another $9000. Tracy Crook has led
the 13B aircraft conversion with over 2000 hours on a 13B in a RV-4 and very
little wear. Tracy and I were Lockheed/Martin engineers.
Unlike other rotary conversions, I did not saw and
weld to Van's dynafocal engine mount. One can change to Lycoming engines and
mount directly to Van's original mount.
This plane is a RV-6/RV-6A convertible with the
original RV-6 motor mount, gear legs and tail wheel. It is easy to
convert to tail dragger.
You may invest some effort in painting and sell the
plane for a nice profit. I have run out of time but not happy
memories.
Thanks for your interest.
Sincerely,
Bill Hughes 727-772-7773, C727-692-8258,