Plane is located in Spring Hill, FL. I am asking $40K as is, $15K for the airframe as configured. The following is a document describing the plane.?
Wittman Tailwind W10 S/N 881
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Originally built by James Doan, Brooksville, FL and issued experimental certification in 2005.
The plane had a Ford V6 with a belt reduction drive. The airplane fuselage was completely covered with a fiberglass shell and the empty weight was over 1300 lbs. Obviously too heavy and it never flew and I now know why, it wouldn¡¯t get off the ground due to all the faults I found.
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I purchased the plane from Jim¡¯s estate in December, 2016 with the intent of having it flying in 3 or 4 months. Upon a detailed inspection I found so many faults that I removed almost everything on the fuselage and started over with a bare frame. The only original components remaining were the wings, wing struts and vertical stabilizer. The wings have metal ailerons and flaps.
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Numerous modifications were made to the plane. The list is extensive but it is covered in a separate document.
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I decided to use a Viking engine and used the Viking 195T. This was initially combined with a 5 blade ground adjustable propeller. The fuselage was covered with Oratex fabric except for the vertical stabilizer which still has the original Fiberglass covering ( a future upgrade to Oratex). The cabin area is aluminum. I rebuilt the fuselage components with maintenance in mind. So all paneling, etc can be removed. I can strip down to a bare frame in less than 3 hours (by myself). The instrument panel is hinged for easy access and on and on.
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The inter-cooler system went through an upgrade to a larger inter-cooler and all the changes necessary.? I went through 2 engine changes, one being an inter-cooler connection failure and the other being an engine timing issue which was corrected.
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The cooling system went through 3 iterations until I found a solution that adequately cooled the engine. The aesthetics aren¡¯t there but it works.
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I had a nose wheel failure on landing during phase 1 which caused damage to the right wing tip, propeller, cowl, wheel pants and nose wheel assembly. The nose wheel assembly was a design by the original builder. Obviously it was not adequate, I rebuilt with a nose wheel assembly from the RANS S21. During this rebuild phase I elected to upgrade the prop to an in flight variable pitch prop from Duc.
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Current configuration:
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Tailwind W10 with Oratex fabric and aluminum covering for cabin area. Wooden wings with metal ailerons and flaps
Clement door and rear spar mods
Nosewheel assembly from RANS S21 with 5.00-5 tire for prop clearance
20 gallon fuel tank, dual fuel pumps in tank
Fiberglass cowl (2nd iteration)
Viking 195T engine with Duc 5 blade (70¡±) in-flight variable pitch.
GRT SportEX EFIS with all options. GRT autopilot servos.
GRT Autopilot
GRT WAAS GPS
GRT Magnetometer
Trig TT22 transponder, S mode ADS-B out
Levil Aviation BOM, it provides backup panel with Ipad, ADS-B in data to GRT EFIS
ACK model E-04 ELT 406 Mhz satellite with GPS data
FL760A comm radio
Autotune Digital display for engine management. One display for RPM, MAP, IAT, CLT, Oil Pressure, Fuel Pressure, Fuel level, radiator in/out temps, inter-cooler in/out temps
Electric flaps
4 point seat belts, can be upgraded to 5 point
Matco wheels and brake units
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My maximum cruise to date has been 150 MPH and I have not yet tried anything with WOT and different pitch settings. Stall with full flaps was 45 MPH and no flaps it was 55 MPH. Climb rate has exceeded 1500 FPM at 100 MPH. I have not tested to see what the max climb rate would be at this time. The auto pilot still needs some final tweaking but holds altitude and responds to altitude change requests. It easily handles heading changes with a bit of oscillation. The gains have to be adjusted. I have not measured takeoff distance but if setup for max takeoff it does not require much runway. A gradual increase in the throttle along with the turbo coming alive has you off the ground immediately. And I weigh 215 lbs along with full fuel (20 gallons).
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It is very sensitive on the controls. I have since adjusted the rudder inputs to reduce sensitivity. You can make standard rate turns by just playing with the rudder and next to no aileron movement.
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The plane was last flown in September, 2023. Since then I had a mini-stroke and had to get my BFR current. The seats have been upholstered. I installed a prop pitch indicator so I can tell what pitch setting I am at for a given RPM.
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Phase 1 flight testing is not complete. I have 18 hours so far. It needs to be flown for the remaining hours and verify all parameters.?
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If there is any further information you would require then please let me know. I am available almost anytime if you care to look at the plane.
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Contact info:
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Wagnermerle@...
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Cell ¨C 813-758-4196, don¡¯t be surprised if there is no answer initially. Too much spam, just leave message or text.
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I have not continued flying the plane due to health concerns and the insurance industry trying to rape me.? My AOPA agent stated the problem was my age (over 80) and the nose wheel failure incident.?
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The plane is hangared in my garage with the wings off. I could not keep the plane at the airport (KBKV) without insurance.
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