First Flight!

The aircraft has been flown!  No significant squawks.  It flies straight, no heavy wing and the rudder hardly requires attention in flight.  Whilst I'd like to take credit for building the aircraft with highly-skilled craftsmanship, that the aircraft flies so well is more likely due to the kit design and fabrication.

Crosswind turn after first takeoff.  This 1920x1440 image is from a GoPro Session using the PlaneAround wing mount.  Tail camera is visible below tail.

Base-to-final turn on landing following the second flight.  This 1920x1080 image is from a GoPro HERO2 using the PlaneAround tie-down mount.  Wing camera is visible on right wing.

Third take off.  This 2704x1520 image is from a GoPro HERO5 Session using the PlaneAround tie-down mount.  The HERO2's resolution limited the clarity of the image at the tail (as seen above), so I picked up the HERO5 Session to capture more detail.  Wing camera is visible on right wing.

The following week, my aircraft visited the first airport away from home, one of the few permitted by my operating limitations under Phase I.  It was also an opportunity to use the field's compass rose to calibrate the magnetometer again.  If you look carefully, you can see the GoPro cameras on the left wing (HERO Session), under the tail (HERO5 Session) and the two mounted under the canopy (Fusion and HERO6 Black).

During a day of ground testing, prior to first flight day, another RV-14A happened to stop by.  The aircraft's pilot requested a photo-shoot.  Turns out, one of these planes is wearing pants, the other isn't.

The one item worth mentioning is that initially the prop would not cycle even up to 2,000 RPM on the ground.  This was a cause for concern and unacceptable for flight, obviously.  A day was spent making phone calls, examining the governor installation and searching the web for similar experiences.  Turns out this is a normal occurrence and probably exacerbated by the prop sitting unspun since delivery in Sep-15, some 2.25 years ago.

After manually cycling the prop with boards (as shown on 44-07 in the plans for cutting the spinner to accommodate blade travel) in the hangar some 20 times then bringing the engine up to 2,100 RPM on taxi, the prop loosened up and then could cycle down to ~1,700 RPM.

I made the decision to build an aircraft on 4-Jul-12.  My decision to build an RV-14A was made a few weeks afterwards.  My wing kit was ordered on 12-Feb-13 and received on 10-Apr-13.  It took 4 years and 8 months from start of construction to first flight.  Though generally I worked on the plane consistently, there were several months of inactivity due to domestic and employment affairs and similar such distractions.  The cumulative build hours graph, shown below (also on the right column of this blog), records my building activities.

As shown on the right column in this blog and below, 2,196.01 hours total build time were invested (includes all redone parts).  An additional 599.69 hours of help from eight others was obtained, each of which were invaluable to finishing the project.  A single helper donated 461 hours of his time to my build - the aircraft could not have been completed without him and to whom I owe a massive debt of gratitude for his dedication to my aircraft.   Thus, it took 2,795.7 hours to build this aircraft.  No quick-build kits were used.  Panel design, fabrication and all aircraft wiring were done by me.  My POH can be found here.  Total cost, as shown on the right column of this blog and below, was $155,737.88 (includes tools and redone parts).


Build Time as of 4-Sep-17

Subcategory	Total Hours	FTE
Shop Prep	29.25	0m, 3d, 5h
Practice	25.33	0m, 3d, 5h
Wings	611.18	3m, 16d, 3h
Fuel Tanks Redo	110.98	0m, 13d, 7h
Empennage	306.64	1m, 18d, 3h
Horizontal Stab Redo	37.19	0m, 4d, 5h
Rudder Redo	25.03	0m, 3d, 1h
Fuselage	440.46	2m, 15d, 0h
Finishing	290.20	1m, 16d, 2h
FWF	154.20	0m, 19d, 2h
Avionics	220.14	1m, 7d, 4h
Total Time	2196.01	13m, 14d, 4h
W/O Major Redos	2047.47	12m, 15d, 7h
Add'l Help from Others	599.69	3m, 14d, 8h

Averages: 495.86 hrs/yr, 41.95 hrs/mo, 1.36 hrs/day (from start). Hours/day worked: 3.51.

Cost as of 1-Nov-17 

Hover your mouse over most categories for itemization.

Category	Amount
Avionics and Panel	$38,805.90
Antennas	$1,086.33
CPU for Shop	$531.31
Engine and Prop	$42,145.00
Fuel Tanks Redo	$1,537.51
Fuselage Bulkheads	$1,315.77
Interior	$2,477.41
Kits from Van's	$41,750.13
Lighting	$3,022.54
Maintenance	$775.77
Modifications	$2,303.66
Other	$3,391.36
Paint and Primer	$1,203.96
Replacement Parts	$2,123.02
Rudder Redo	$493.52
Tools and Shop	$12,773.35

Total: $155,737.88

First Flight Prep: FAA Inspection. I can fly.

On 7-Nov-17, three FAA Aviation Safety Inspectors came to my hangar and completed their inspection of my aircraft, paper work and builder's log files, images and videos.  As of 9-Nov-17 my aircraft is legally permitted to fly. 

The FAA no longer provides "pink slips".  The airworthiness certificate is now provided on 8.5"x11" card stock and is part of the operating limitations.  This is FAA Form 8130-7 (11/2016).  It is a four page document, which includes a description of the approved flight test area (including permitted airports of use), that must remain in the aircraft during operations per CFR §91.203(b).  The certificate shown above is cropped from that document.

The official logbook entries are below.

And I can legally perform my own maintenance.  They put my model as RV-14/A rather than RV-14A.  When I pointed this out to one of the inspectors, he said "we're going to let that slide for now."

Soon these seats will be occupied.

Following placement of the top cowl half, this bad boy is ready to go.

The next posts will detail first and subsequent flight experiences.

First Flight Prep: My POH, W&B, flight and condition inspection checklists and flight test cards.

In the interest of sharing with the community, here are the first revisions of my RV-14A Pilot's Operating Handbook (POH), flight and annual checklists and flight test cards.  Please note, these were assembled prior to first flight and thus I anticipate they will all change during and after Phase I.  As with all information on my site, it is being offered free for use.  Feel free to copy and modify any or all of them to suit your needs.  Links to the files are in the matrix below the image.

I used OpenOffice to create each document.  It's a free open source office suite.  Below I include the documents in PDF, OpenOffice text (.odt) and Microsoft Word (.doc) formats (the .doc files may not preserve the full fidelity of original OpenOffice formatting).  I will update the links with future versions as I write them.  Following Phase 1 testing, v1.0 will be completed.

It's best to save the .odt and .docx files directly to your computer/phone/tablet.  If you instead view them in Google Docs' native viewer, they will be mangled on your screen.

READ THIS.  No seriously, read the following:  Downloads are below.  Click the file and format you would like.  After your browser opens the link, on the top right of the window/screen select the download icon (looks like an arrow pointing down).  This will save a local copy on your computer for you to edit as you please.  You don't need to request sharing or edit access.  I get so many of those requests that I no longer respond to them.

	.pdf	.odt	.docx
POH	v1.7	v1.7	v1.7
Flight Checklist	v2.0	v2.0	v2.0
Condition Inspection Checklist	v1.6	v1.6	v1.6
Flight Test Cards	v0.2	v0.2	v0.2

	.ods	.xls
W&B	v1.0	v1.0

 

I printed out the POH, double-sided and had it bound with a comb binding.  The flight checklist was printed single-sided and laminated.  Then each page was cut down to about 8"x4", a hole was punched in the upper left of each page and a loose leaf ring holds the stack together.

 

 

Shameless plug:  I'm sharing my design, for free, with the community for the larger oil cooler to bring down oil temperature in the EXP119 engine: 

 

Concerned about high OilT with the EXP119?  Read about my installation of a larger oil cooler including the free CAD files necessary to do it yourself.  Also on that page, you'll find my free design for a smoother transition (a.k.a, shroud/duct) from the SCAT tube (both 5" and 4") to the stock oil cooler.

 

POH Updates:

5-Feb-25:  W&B has condition formatting on the CG values to indicate out-of-envelope.

1-Dec-24:  Checklist include IFR tasks.  Minor inspection checklist updates.

12-Dec-23:  My W&B updated in POH and W&B document.

11-Nov-23:  Condition inspection checklist updated.

3-Oct-23:  POH and flight checklist updated.

21-Nov-21:  POH and condition inspection checklist updated.

14-Nov-20:  Condition inspection checklist updated.

14-Sep-20:  POH and flight checklist updated.

26-Nov-19:  POH, flight checklist and condition inspection checklist updated.
21-Jan-19:  POH updated.
21-Nov-18:  Condition inspection checklist added.
10-Jan-19:  Added my W&B spreadsheet in both OpenOffice .ods and Microsoft Excel .xls formats.

 

Much of the POH structure and some of its wording were stolen from a POH written by Brian and Brandi for N42BU, an RV-10.  Most of the wording from the RV-14 plans' Chapter 2 serve as the first three subsections.

I copied much of the checklist structure and wording found in N42BU's checklist.

I copied the flight test card set offered by N169AK, modifying it as appropriate for my needs.

Tim Olson's N14YT annual checklist served as the starting point for mine.

First Flight Prep: Elevator balancing.

Van's suggests balancing the elevators separately.  Because my aircraft is not yet painted, my plan was to balance them slightly heavy.

My right elevator was too heavy and needed a few holes drilled in its weight to bring it more into balance.  Oddly, my left elevator was too light.  Here's the only picture I had showing how it likes to rest with the forward edge high.

Thus, it required additional weight.  That weight needs to be as far forward as possible to reduce how heavy it needs to be, thus I aimed for it to be a long, narrow piece.  But it also needs to be wide enough to accommodate a #10 screw.  Using a bag of hardware as a test weight, I was able to determine I needed about 7 - 8 ounces more weight.

I decided to drill out the CS4-4 rivets holding the E-912 Elevator Tip Fairing so that I could add a nutplate just aft of the stock weights.

Then I purchased an "electric ladle" made for melting and pouring lead (the melting point of Pb is 621.5°F).  Both the collected swarf from what was drilled out of the right elevator, plus a 12 oz sinker (also obtainable from an outdoor store) supplied the lead I would need to melt and mold a weight.  Originally, I purchased mold putty to make the mold.  However, using that putty, I found my first pour was not flat enough on two sides (which is necessary to rest up against both the web of the E-903 Elevator Tip Rib and the E-614 Counterweight already in place).

Next I used aluminum angles to re-mold the lead with 3 flat sides.  The mold putty was used to keep the four aluminum angles comprising the mold together.  But I found that the weight from this second melt, though it looked good, wasn't quite the right shape.  It was too long and narrow.

Finally, on my third melt, not using the mold putty but instead just using aluminum angles backed up by bucking bars (to serve both as large heatsinks and to keep my "mold" from moving), I got it right.

This additional weight contains about 7 ounces.

First Flight Prep: First Engine Start.

It has been quite a week after moving into the hangar over two days.  Because I wanted to minimize the time building the plane in the hangar, the plan was to have nearly everything done at home prior to moving it there.  Then, only the wings and tail would need to be attached.

Thus, with confidence that everything was buttoned up and ready for an engine test, it was time.  The left tank was dry (because of a leak) and the right tank had 25.4 gallons.  If there ever is a next time, I don't think it's too intelligent to do a first start with a full tank.  Oh well. 

Here is my friend positioning the airplane into the wind.

The bird is ready for first start.  Though we checked the brakes prior to starting the engine, we really should have chocked the wheels.

I stayed outside with the fire extinguisher at-the-ready, whilst my friend sat in the left seat.  Though his RV-9A flies with a GRT EFIS too, he's not completely familiar with my panel (and heck, neither am I).  Here I am going over it with him.

A 34 second video of engine start.  The fuel pump ran for 4 seconds prior to priming the engine.  The engine cranked for 10 seconds (the max permitted on the starter) before it came to life.  We ran it for just under a minute and turned it off because the oil pressure was showing 150 PSI (Update 9-Sep-17:  I found the problem and described it in this post).  Though I'm confident that's an incorrect reading and is probably a simple fix, it was the prudent decision.  All other indicators looked good (EGT, CHT, oil temp, MAP, fuel pressure, etc.).  The video fades into when the engine was shut down.

My friend exits the aircraft as I check the engine, fire extinguisher in hand.

The propeller had some oil slung on it from the hub.  This is normal for the first twirl of a prop.  Apologies for the poor image.  I'll try to replace it with a better one shortly.

The bird returns to its nest.

There are a few more little items that need to be taken care of prior to requesting an inspection.  That should happen in the next few months, when I have time.  I don't want to set up an inspection and then have a deadline to meet.  I'd rather it be ready, on my own time, then schedule the inspection.

I'm not certain that I'll have too many more postings prior to inspection.  I do want to post some info on my landing light installation and provide examples of the extent of the lights' illumination ability.  They are AveoMaxx Hercules 30 landing lights (specifications and wiring).  That will be forthcoming.

First Flight Prep: First Tank Filling.

My airport can be fairly busy during the day and it does not offer self serve fueling.  So we decided to fuel up for the first time in the middle of the night.  This way the lineperson could spend 30 minutes with us whilst I calibrated my tanks, without holding anyone else up.

Here is the airplane, essentially fully assembled, leaving the hangar for the first time, in anticipation of getting "go juice".

After $254.74 (ouch!), here are my fueling results.  I had the EIS on forward sensing yet it needed to be on reverse, so I'll need to either compensate for that or fuel up again.  Also, I will need to measure when the optical sensors trip, so I'm leaving that blank for now.

	Left	EIS	Right	EIS
Empty	0.8	14.5	0.5	14.3
Optical
Full	22.7	19.6	20.5	19.9
Extra	2.7		4.9
Total Capacity	25.4		25.4

Sadly, the left tank was leaking about a drip per second.  This came as a surprise to me as the tanks were successfully leak tested.  It looked as though only the VA-261 Fuel Strainer fitting was leaking.  But with the tank on, we just could not be sure of the source.

So, after making an emergency visit to a store at 2:30 AM to buy four more 5 gallon gas containers, we salvaged nearly 25 gallons of fuel from the left tank.  The next day, following 4 hours of sleep, we dropped the left tank.

Then we filled it up with a gallon-ish of fuel, flipped it over and searched for the leak. Indeed, it was the Fuel Strainer fitting.  That's an easy fix.

However, we also noticed a small blue stain on the wing spar about 2 inches outboard of where the third-from-inboard tank rib would be located (somehow, I deleted that image).  This suggested that the baffle was leaking in that area.  However, there was no evidence of a baffle leak, by way of any blue staining, on the tank itself (other than at the fitting previously described).  And, the tank was not leaking in that area when filled with fuel and placed upside down.  Yet, the tank could hold air!  Utterly flummoxed, I decided to mix up some sealant and go over the Tank Attach Zee and baffle rivets in that area, just to be sure.

The left tank was then drained again and resintalled.  Here I am torquing the bolts.

I'll know in two weeks, after the sealant cures and I can put some fuel in that left tank, if the leaks were addressed.

First Flight Prep: Weight and Balance.

Update 10-Dec-23: I was able to secure high quality calibrated scales from Weigh-Systems Inc. from a gracious on-field helicopter concern.  This changed my W&B numbers which are updated at the bottom of the page.

 

With the airplane fully assembled, measuring weight and balance was next.  I obtained three of these 660 lb scales, model PCR-3315.  They can be found cheaper elsewhere.

It's important not to lift the airplane up then place it on the scales.  This is because the main gear wheels would then place a lateral force on the scales, skewing the results (not just the scales!).  

So we first lifted the main wheels up onto blocks that were the same height as the scales.  This was easily accomplished by my friend laying on his back and lifting each main wheel with his legs on the wing spar.  I then slipped the wood blocks under each wheel, slightly off-center so that the wheel could slip into place when it bore weight.

Here is the left wheel on the block, chocked.

Next, we put the right wheel on the block, pushed the plane onto the two scales for the mains, then used the engine crane to lift the nose wheel onto its scale. 

Following that, all of the fairings were mounted with the screws.  Headsets, carpets and seats remained in the aircraft.  The engine was full with oil whilst the tanks were dry.

Below are the results, using the arm lengths from the demonstrator (I will update this table whence I measure the arms for my aircraft).  I expected that my airplane would probably be the heaviest RV-14A of the fleet.  I believe I am correct.  This is because my panel is elaborate (weighing nearly 30 pounds), as well as nearly all of the interior aluminum (except for the rudder and fuel tanks) is primed.  I will verify the accuracy, as best I can, of the scales.

	Weight	Arm	Moment
Left	471	97.44"	45,894
Right	472	97.59"	46,062
Nose	369	40.19"	14,830
Total	1,312		106,786
CG	81.4"

You can find my W&B spreadsheet on my POH and checklists page.

As a comparison, I searched for others' results using VAF as well as asking other builders.

Aircraft	Owner	Model	Weight	CG	Notes
N14YT	Tim Olson	RV-14A	1,309	81.13	Painted, primed.
VH-XIV	Alan Carlisle	RV-14A	1,289	80.9	Painted.
	E	RV-14A	1,280	81.31	Unpainted, primed, second alternator, IO-390C
	Cliff	RV-14A	1,280	82.29	Unpainted. XP-400, EFII, second battery.
N626KM	Bob Meyer	RV-14A	1,262	80.3	No fairings, paint. Two batteries & alternators.
N947RV	Carl and Rafael	RV-14A	1,255	80.24	Unpainted.
	TJ	RV-14A	1,247	79.94	Unpainted.
N914VA	Van's	RV-14	1,246	81.38	Painted.
N214VA	Van's	RV-14A	1,237	80.67	Painted.
N214SW	Stoney Ware	RV-14	1,230	80.54	Unpainted.
C-FWIY	Tom Martin	RV-14	1,227		Unpainted.

However, my fat plane's weight doesn't concern me.  I'm a firm believer that the best way to manage aircraft weight is for the pilot to manage his/her weight! 

 

Update 10-Dec-23:  I was able to secure high quality calibrated scales from Weigh-Systems Inc. from a gracious on-field helicopter concern.  Weighing with these scales reduced my BEW (by 39 lbs from 2022 and 32 lbs from 2017) and changed my W&B numbers which are updated below.  The fuel tanks were de-fueled, all loose items from the interior were removed (except for the seats, carpets, side panels and restraint systems) and 6 quarts were in the engine.

 

	Weight	Arm	Moment
Left	456	97.25"	44,346
Right	462	97.75"	45,161
Nose	362	40.25"	14,571
Total	1,280		104,077
CG	81.31"