In light of the number of negative comments in the past regarding the decision to choose the IO-390 as the focus engine for the RV-14, out of concern for it being a fuel thirsty engine, and the opinion that the airplane suffers in performance compared to an RV-7; I thought I would give an update on our experience now that we have been operating it for a while (airplane has surpassed 500 Hrs).
Having just made a 2000+ mile round trim to the Copperstate Fly-in, I can say that I never cease to be impressed by the airplane.
Yes I am probably a bit biased, but I think the feeling is entirely valid.
My wife has traveled with me a lot in RV's since we completed our first one in 1993.
This was her second long trip in the RV-14 and she could not stop talking about how much more comfortable she felt with the additional cockpit room. The baggage space and payload capability makes this type of trip much easier for us (we need to carry a lot of display materials and equipment with us).
At upper cruise altitudes (10,500 - 11,500) we got true airspeeds of 170 - 172 Kts while burning 8.7 - 8.8 GPH. This was while operating slightly lean of peak (.2 - .5 GPH).
We have flown the airplane quite a bit on trips along side of the RV-7A prototype. At lower altitudes the RV-7A is a little bit faster, but at higher altitudes the tide is turned and the higher aspect ratio wing and different airfoil turn the advantage to the RV-14A.
I think you RV-14 builders are really going to like this airplane......
Having just made a 2000+ mile round trim to the Copperstate Fly-in, I can say that I never cease to be impressed by the airplane.
Yes I am probably a bit biased, but I think the feeling is entirely valid.
My wife has traveled with me a lot in RV's since we completed our first one in 1993.
This was her second long trip in the RV-14 and she could not stop talking about how much more comfortable she felt with the additional cockpit room. The baggage space and payload capability makes this type of trip much easier for us (we need to carry a lot of display materials and equipment with us).
At upper cruise altitudes (10,500 - 11,500) we got true airspeeds of 170 - 172 Kts while burning 8.7 - 8.8 GPH. This was while operating slightly lean of peak (.2 - .5 GPH).
We have flown the airplane quite a bit on trips along side of the RV-7A prototype. At lower altitudes the RV-7A is a little bit faster, but at higher altitudes the tide is turned and the higher aspect ratio wing and different airfoil turn the advantage to the RV-14A.
I think you RV-14 builders are really going to like this airplane......