Highlights

The tip–forward canopy (the only canopy style available on the RV-14 fuselage) uses a new hinge arrangement that allows it to open wide for entry and loading baggage. It also allows complete access to the back side of the instrument panel and avionics connections. It’s even possible to stand on the ground next to the airplane and reach everything behind the instrument panel.

Speaking of avionics, the RV-14 includes a standard wiring harness that handles the usual electric basics: lights, fuel pump, flaps, trim, etc. The first RV-14 prototypes at the factory sport Dynon Skyview system and Advanced Flight Systems panels, but the standard RV-14 wiring harness will provide convenient plug-and-play expansion capability for several popular EFIS systems. A blank panel for those who want to develop their own panel design from scratch is also available.

The RV-14’s relatively long wing leverages the same proprietary airfoil that’s proved so successful on the RV-10. The wing is a constant-chord and constant thickness design, so it’s easy to build and completely predictable in flight. Large slotted flaps keep landing speeds low. Leading-edge fuel tanks can be removed without taking the wing off the airplane. Ailerons are controlled by rigid push rods moving on bearings and bushings — a very low friction system that provides the control feel for which RVs have become famous. Leading edges and wingtips have provisions for landing, position and strobe lights.

Up front, a 210 hp Lycoming IO-390 lives under the cowl and supplies plenty of power! A Van’s 4-into-1 exhaust system keeps exhaust noise relatively low, especially in the cabin.

The RV-14 structure is typical of all RVs — and most production aircraft, for that matter: a monocoque aluminum airframe held together with rivets. This design method has been the standard in aircraft construction for almost seventy years. It’s very difficult to beat the combination of light weight, structural integrity, simplicity and affordability that aluminum provides.

Occupant protection is an important concern. A massive rollover bar spans the cockpit just behind the seats. Seats, belts and harnesses are designed to keep pilots and passengers safely restrained.

The main landing gear is intentionally simple, consisting of tapered steel leaf springs with a wheel on one end and the airplane on the other. There are no oleos, bungee cords or shock absorbers. The RV-14A’s nose wheel rides on a robust steel strut and the gear resembles the elastimer articulating design used on the RV-10. A tailwheel version of the RV-14 is also available.

CAPABILITIES AND PERFORMANCE

The RV-14 cabin easily accommodates full-sized adults — in fact, the basic idea was to provide the room and comfort one gets in the RV-10 in a two-seat airplane. The results are impressive. Both seats easily hold people 6’4” or taller and provide with truly comfortable leg and headroom.

The characteristic that has always made RVs stand out, from the original RV-1 to the RV-14, is the way they handle and feel in flight. The famous “RV Grin” can be found on on the face of any pilot who has just taxied

up in one … the result of a flight in a truly responsive, agile airplane that goes exactly where you want it to — almost as if it is reading your thoughts. The RV-14 continues this tradition. It responds almost instantly to the pilot’s touch, and that response is predictable, proportional, and precise. It handles basic aerobatic maneuvers easily and gracefully. The structure meets the aerobatic category standards of +6/-3Gs when flown at the aerobatic gross weight of 1900 lbs.

RVs are known for short-field capability and the RV-14 is no exception. The generous wing area and slotted flaps allow the RV-14 to land at virtually any small airport. It is perfectly happy on grass, dirt or gravel runways. If you can land closer to your destination, you can save a lot of time over travel in “faster” airplanes that must use big paved airports a long way from your destination. Even at gross weight, the RV-14 can operate from very short runways and climb well at high density altitudes.

When many pilots say “performance,” they really mean “speed.” By most standards the RV-14 is quite a fast airplane, but speed is only part of the story.

The RV-14 derives its high cruise speed from a light, clean and fairly small airframe, rather than from a big, consumptive engine. This means the airplane will not only cruise at relatively high speeds, it will also cruise at lower speeds quite economically. Many pilots often choose to cruise at 50-55% power and take advantage of the economy available in that range. At 175 mph, the RV-14 achieves better miles-per-gallon performance than most of the luxury cars and SUVs it is flying over – and it gets you there much quicker!

The RV-14 will really comes into its own as a sport touring airplane. The power and the wing allow a fully-loaded RV-14 to cruise at altitudes that easily clear any terrain on the continent. The wide cabin and large instrument panel give occupants plenty of room and information. With a full fuel load of 50 US gallons, you’ll still have 510 lbs left over for people and baggage — in other words, two 200 lb people can take fifty five pounds of baggage — each! Better yet, you won’t have to leave your pocket knife or shampoo at home…

Pilot workload is low and relaxed, because the airplane responds quickly and positively to small control inputs. It’s not the least bit “twitchy” and doesn’t require constant attention to maintain heading or altitude. Cruising at 70% power and 190 mph, you’ll cover about 1400 nautical miles in eight flying hours with just one stop for fuel. At economy cruise, it can do thousand-mile legs if you can! A long trip in the RV-14 can be positively relaxing.