Steevo's RV14a Build Log: Finish Kit (and others for Final Assembly)

I've started my adventure to build a Van's Aircraft RV14a. For several years, I've been planning to build an Experimental (homebuilt) airplane - once retired.

But first, I needed to get my Pilot's License. (Kinda key !) So... first things first: I retired March 2014 from Caterpillar - and started flying lessons in the Summer of 2014. Soloed a day after Christmas, and got my Private July 2015. Shop set up, tools acquisition, and practise kits during Fall launched me into my build starting Dec 31, 2015 !

I've chosen to build the RV14a since it's about 10% larger than Van's prior models - so it fits my 6'4" frame well. Van's is well known for great value & outstanding flying qualities. It's been a no brainer decision for me. A tour of their facilities and demo flight in Oct 2013 clinched the deal. My wife - also a pilot - exclaimed after her demo flight "retire NOW so you can build one of these". The RV14a fits my mission of a good compromise between cross country & aerobatics. Plus...I fit, too.

So far, one month into building, it's been rewarding. Very challenging, but certainly a learning experience. The builder community is terrific - as is Van's tech support. I'm finished with the Vert Stab and Rudder (Jan 2016). So... with a 5 month delivery lead time, I've ordered the Quick Build Wings and Fuselage.

I hope this blog assists other new builders, just like several others have been valuable to me. Plus it will serve to document my build step by step. Please drop me a line via the "contact me" form on lower RH margin.

Update: April 2020 relocated to Wickenburg, Az to escape Illinois winters.

Saturday, June 29, 2019

Finish Kit (and others for Final Assembly)

Prep & First Engine Run ( 6 hrs )

Friends and RV builders Terry Moushon (RV10) and Bill Lane (RV7) were terrific help preparing my IO-390 for 1st engine run. Started by draining residual preservative oil from sump, then adding 8 Qts 100 Mineral Oil (50W). Removed all 4 Champion REB37E spark plugs ( 18mm Long Reach) and confirmed gapped to .016" (spec .016-.021"). Also replaced copper washer/gaskets. Removed all 4 automotive plugs (14mm Long Reach) for P-Mag electronic ignition. Confirmed gapped to .030" (spec .030 to .035"). Next connected 4 P-Mag leads to plugs while securing them with safety wire so grounded to engine (P-Mag warns not to operate ignition w/o plugs connected & grounded). Performed "Pull Through Test" to confirm correct leads connected to correct locations (1& 3 Top, 2& 4 Bottom). Then confirmed P-Mag timing was set ~10 deg retarded from TDC with 20 deg advance. EMAG manual p. 13 shows ignition 5 deg after TDC recommended, and p 14 shows firmware V40 has 4 deg starting lag (after TDC) to be certain start-up firing occurs well after TDC (prevent kickback). [Note: 149 teeth on starter ring gear divided by 360 deg = 2.4 deg/tooth] Next, pre-oiled engine via starter turning prop for 10 sec (no psi), then after starter cooled down another 10 sec (oil to 5 psi), and finally 10 sec (oil to 40 psi, with min 20 psi needed). My "pit crew" reported the starter was barely warm, apparently due to no compression w/o plugs - but we were being conservative to not overheat starter. Finally, moved out of hangar, chocked wheels and tied tail tiedown ring to Terry's truck - just in case brakes failed, etc. It was about 95 deg, partly sunny with about 95% humidity - so they kindly tried to minimize time I was baking in cockpit. Started quickly, ran for 3 min carefully monitoring CHTs, which stayed below ~190 F. After few minutes, repeated another 3 min to exercise prop control. When CHT reached 250 F, pulled mixture to kill engine. Checked after both runs, found zero leaks of oil or fuel...Yay! Afterwards, realized I forgot to insert SD card into G3X -- so no data logged....this time. Oil level after was 7 qts ( ~1 qt into oil cooler, oil lines, etc).