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Old 06-20-2016, 02:17 PM
TS Flightlines TS Flightlines is offline
Join Date: Apr 2010
Location: Ridgeland, SC
Posts: 2,929

Congrats Tim and Family for a job well done!
Tom Swearengen, TS Flightlines LLC, AS Flightlines
Joint Venture with Aircraft Specialty
Teflon Hose Assemblies for Experimentals
Proud Vendor for RV1, Donator to VAF
RV7A Tail Kit Completed, Fuse started-Pay as I go Plan, on hold while we develop new products for RV builders
Ridgeland, SC,
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Old 06-20-2016, 03:37 PM
vic syracuse vic syracuse is offline
Super Moderator
Join Date: May 2005
Location: Locust Grove, GA
Posts: 2,714
Default Congrats, Tim!

Very nice. The whole family looks happy that it is completed.

Vic Syracuse

Built RV-4, RV-6, 2-RV-10's, RV-7A, RV-8, Prescott Pusher, Kitfox Model II, Kitfox Speedster, Kitfox 7 Super Sport, Just Superstol, DAR, A&P/IA, EAA Tech Counselor/Flight Advisor, CFII-ASMEL/ASES/RW
Kitplanes "Unairworthy" "Diagnostics" monthly feature
EAA Sport Aviation "Checkpoints" monthly column
Author "Pre-Buy Guide for Amateur-Built Aircraft" & "Are your Nuts Tight?"
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Old 06-20-2016, 05:03 PM
vijaypisini vijaypisini is offline
Join Date: Aug 2011
Location: Cedar Rapids, IA
Posts: 15
Default Congratulations to the whole family!!


Congratulations! I have been following your build on your web page. Nice looking paint scheme and that too you've painted it yourself!! Now it will be interesting to read your travel posts as to how both the airplanes of yours fly together!!

Vijay Pisini
RV-10 - will fly one day!
Flying 1958 Bonanza BE35 (N35J) for now!
Only one REPENT of your sins (not just confess) and make Him the Lord of your life while there is still time! Be born again!
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Old 06-20-2016, 05:35 PM
Erimo's Avatar
Erimo Erimo is offline
Join Date: Jul 2015
Location: Marcoussis, France
Posts: 149
Thumbs up Bravo Tim !

Congratulations Tim !

I followed your blog with interest this last year. And I would be curious to see your beautiful plane on videos.
Nice family too !

Eric Moret
RV14 - 80% empenage-cone tail kit
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Old 06-20-2016, 05:58 PM
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czechsix czechsix is offline
Join Date: Mar 2006
Location: Spring Hill, KS
Posts: 389

Congrats Tim!

I bet your oil temps will improve with engine break-in and also when you get the gear fairings installed which gives you increased airspeed & cooling at a given power setting.

Where did your empty weight and CG end up?
Mark Navratil
Spring Hill, KS
RV-8A N2D #80583 - built/flew/sold
RV-14A #140017 - wings complete, empacone in progress...
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Old 06-21-2016, 10:22 AM
TimO TimO is offline
Join Date: Feb 2005
Location: Wisconsin
Posts: 649

Just catching up...

Regarding Scott's cowl mod inquiry.... I agree it's too early to worry much about it, but I do have a good general feel for how this airplane is working out and I do think if the oil cooler could more easily evacuate to the outside airstream it would be an improvement that will likely be needed by some people later. Yes, my temps will come down with time, but I also don't live in the hottest region of the country. I probably will actually need to install a throttle valve in front of my oil cooler, like I did in my -10, just to maintain enough oil temperature in the winter. But what really annoys me is when I have to step climb to keep temps down. On my return trip from the cayman islands a couple months ago, with 1180 hours on the RV-10, flying in turbulent clouds talking to foreign controllers who aren't easy to talk to, I found myself asking to stop my IFR climb to 10,000' to let my oil temps relax a bit. I don't want to deal with that in this plane too, and I'm still open to chopping the cowl a little in the -10 to fix it there as well. I just want to know the quickest, easiest, guaranteed way to get the job done without any more modification than necessary. A week or two ago I saw a mod that an aussie flyer says is common there. You slit the cowl in a square pattern on 3 sides, with the aft side not being slit. Then pull the cowl flap created upwards into the cowl about an inch or so. Then glass in the sides between the cowl and the flap. This creates a little slot..they called it a mailbox slot, that although facing forward, apparently exhausts really well. It doesn't disturb the paint too much, and is easy to do. If I can find a dozen people who say that mod works well, I'll probably dig in and do it on both planes. At this point it's a gut feeling that even after break-in the oil temp is still going to be an issue on hot days or extended climbs. It's not urgent, and I don't plan to even spend the time on it until I get the hours flown off...certainly not before OSH. But if I find that by August it's still acting the same, I'm going to figure something out. The cowl cooling is definitely much better than expected...I've very very happy with my CHT's.

Regarding the other comments, thanks all, it is definitely a nice little airplane. You will love it when done. I do and will always think the RV-10 is the best and most comfortable plane Van's sells as a kit. That's the one I wouldn't part with. Truly if you have a family, you probably should be looking at the RV-10 and not the will give your family as a whole a lot of great experience. But the sad fact is, if you want a plane for every mission, you're going to need more than one plane, and the RV-14 perfectly fits the mission I built it for. It will make a good little plane for light aerobatics, it will do X/C fairly well (Although I was thinking the other day that if I started one again I'd consider using RV-10 60 gallon tanks), and is much more comfortable than the 6/7/9 planes to sit in. We took our RV-10 to 49 of the 50 states, and 5 countries so far. The RV-14 looks like it'll be great for doing the same sorts of trips, if you only need 2 seats. The bonus is when you arrive home from each destination you can celebrate with a celebratory roll.

For weight, my plane will never be the lightest. I have a significant aux battery system in it as I plan to use it for IFR flight. I weighed out with all the interior parts and everything including wheel fairings laid in place, at 1309lbs. That's more than the factory planes, but I fully expected that. I wouldn't personally be happy in a stripped down plane with a less loaded panel, as my primary goal is IFR x/c, not acro. My CG I believe ended up about 1" forward of the operational limit, which is also I think pretty good. Nearly anything you add for pilots and baggage is going to end up moving that CG aft, so it's nice to start off forward. On that note, many RV-10 builders call the RV-10 "nose heavy". Then they go on to describe how they want to "fix" that by lighter props and such. This is going in the wrong direction. If you can get a good flare, at empty loading weights, and not run out of nose-up trim too badly, that's all you need. That CG being forward will give you a better deal for acro, and for loading for x/c. I haven't had a landing yet that was bad in the -14...the wheels just kiss the ground. It flares nicely, and lands like a -10. The 10&14 are MUCH easier than ANY of the other planes I've flown in the past.....nearly all of the single engine Cessnas, pipers, and a couple of beeches, and better than the twin I flew.

I hope that gives you some encouragement for what you'll expect when you're done. I doubt there will be many people who fly the -14 and go away disappointed. If they do they are looking for something very different in a plane, and shouldn't be looking at the -14 anyway. My first flight in a 6A left me disappointed. I was planning to have kids, and was a tall guy. Once I got in and realized my headset hit the canopy, and I was never going to fit a car seat in it...let alone two, I resigned myself to never being able to build an RV. Van's came thru when they designed the -10. That is the ultimate plane for me. But like a married middle-aged dude with the 7 year itch, I started having some additional longings, and the -14 will be great at taking care of those.
Tim Olson - CFI
RV-10 N104CD - Flying 2/2006 - 1400+ hours
RV-14 N14YT - Flying 6/2016 - 350+ hours
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Old 06-22-2016, 04:17 PM
vic syracuse vic syracuse is offline
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Join Date: May 2005
Location: Locust Grove, GA
Posts: 2,714

Tim, sometime when you are down in the Atlanta area you should stop by. I didn't know you were having problems with oil temps. I bet we could figure it out just by looking at it.
I have no problems on a hot day in Atlanta after a fuel stop climbing non-stop to 10k'-12K" and the oil temps hit 195-198 and actually start coming down above that. I use 110 KIAS for the climb. I haven't added any louvers other than stock, but I do have the Airwolf remote filter and Challenger oil filter setup on mine. I think that is good for some extra cooling as well. You might consider that before you start hacking the cowling.

BTW, I set up both of my RV-10's the same way and they both perform the same with regards to temp data, and one used Cheltons and one has the AFS, so I think the data is accurate.

Vic Syracuse

Built RV-4, RV-6, 2-RV-10's, RV-7A, RV-8, Prescott Pusher, Kitfox Model II, Kitfox Speedster, Kitfox 7 Super Sport, Just Superstol, DAR, A&P/IA, EAA Tech Counselor/Flight Advisor, CFII-ASMEL/ASES/RW
Kitplanes "Unairworthy" "Diagnostics" monthly feature
EAA Sport Aviation "Checkpoints" monthly column
Author "Pre-Buy Guide for Amateur-Built Aircraft" & "Are your Nuts Tight?"

Last edited by vic syracuse : 06-22-2016 at 04:18 PM. Reason: added some extra
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