By Rich Grue, EAA 1397125
This piece originally ran in the November 2025 issue of EAA Sport Aviation magazine.
About five years ago, I saw an ad on a social media post for RV-14 parts. As it turned out, he had almost an entire airplane in parts. I bought what I could and thus was able to bypass the long wait for parts during COVID-19. Honestly, I’m somewhat reluctant to call my process a “build” as opposed to an assembly. I was able to use so many of the aftermarket suppliers that Van’s has generated, not to mention the resources I identified from EAA technical counselors and the expertise and recommendations from local builders. All these resources made the build not only quicker but easier and more enjoyable. Nothing was more than a phone call away.
As for the pointy end, I was sold on the customization options that the Thunderbolt engine offered, so I ordered the Lycoming IO-390-EXP119 Thunderbolt. Chrome pushrod tubes and rocker covers accentuate the custom Corvette Laguna Blue crankcase. Worth mentioning is that the Airflow Performance FM-200 fuel servo offered on the EXP119 engine is sized to the IO-540 engine, resulting in a quoted increase of the manifold pressure by approximately 0.5 inch. One of my favorite improvements was the crossover exhaust system that is now standard with the EXP119 variant. It enhances that throaty growl of the Thunderbolt and really turns heads on the ramp! I went with the Hartzell composite propeller both for the lighter weight and the sexy look topped off by a stainless spinner.
Inside the cowling, I went with Aircraft Specialty Flightlines Teflon-coated fuel and stainless-steel brake lines throughout. In addition, I added an Airwolf Aerospace firewall-mounted oil filter that makes oil changes a snap. I upgraded the standard oil cooler to a high-efficiency cooler from Pacific Oil Cooler that yielded about 10-15 degree lower oil temps. In addition, I added two electric cowl flaps from AntiSplatAero on the sides of the cowling to ensure I can keep the oil temps manageable during the climb and after landing.
I like to think that the smartest part of my build decision was to go with all Garmin experimental products. I am amazed every time I power up my avionics with the seamless operation of their integrated products and the capabilities built in that have enhanced safety in countless ways. SteinAir did all the hard work including a beautiful carbon fiber look on the panel and all of the harnesses. All I had to do was plug and play! Actually, a bit more than that, but you get the idea.
For the interior, I worked with Jeremiah and Luke at Classic Aero Designs. We came up with nice lines to accentuate my planned blue and silver exterior. With the beautiful seats that include the new Van’s logo, an E-Z Out center console from Aircraft Extras, side panels with armrests and pockets all the way through to the baggage compartment, Classic Aero did not disappoint. To top it off, I added a fully padded glareshield with integrated LED lighting.
I can’t conclude the interior discussion without mentioning the Infinity stick grips. Infinity’s design includes, among other options, a trim “hat” that is adjacent to a momentary action flap switch. If you’ve ever done a go-around from full flaps in a high-power-to-weight ratio airplane like the RV-14, you know what a handful it is to trim nose-down while retracting the flaps. The Infinity design allows single-hand operation of the trim and flaps so the other hand doesn’t have to come off the throttle.
I chose Beringer tubeless 5-inch wheels with disc brakes. A fantastic feature that I initially thought to be overkill but wouldn’t want to pass on now is its ALIR ant-skid regulator. As a relatively inexperienced tailwheel flyer, I was able to adjust the pressure set points and feel confident that I wouldn’t end up as a nose-over statistic from overbraking on landing. To top it all off, I added a Beringer parking brake.
Last but not least, Plane Schemer designs and I fine-tuned the overall paint scheme to come up with a unique, bold scheme that centers around my checkerboard tail vision. As usual, Jonathan from Evoke Aircraft Design worked his midnight magic on the finished design to add fades from front to tail and wing root to tip that really made the overall paint and design shine!
After a relatively quick build once we got started, I received my experimental airworthiness certificate on November 1, 2022, and my esteemed mentor flew the first flight on November 15. To date, I’ve flown almost 200 hours and enjoyed every minute! However, it’s only fitting to mention at this point that of course an experimental build is never “done,” right? There’s a lot of truth to the 90 percent rule: 90 percent done, 90 percent to go is truly fitting. I’m continually considering changes, additions, and modifications to tweak N314VA. I’ve already got a smoke system and inverted oil system sitting in the hangar ready for a rainy weekend.
This year, I was able to make it to Oshkosh. It was as rewarding to have a reprieve from the Texas heat as it was to take in all the wonders that AirVenture offers. I was amazed it was so exciting to be able to share my pride and joy at the biggest air show in the world, and even a greater joy to walk away as an award winner!
Attention — Aircraft Builders and Restorers
We would love to share your story with your fellow EAA members in the pages of EAA Sport Aviation magazine, even if it’s a project that’s been completed for a while. Readers consistently rate the “What Our Members are Building/Restoring” section of the magazine as one of their favorites, so don’t miss the chance to show off your handiwork and inspire your peers to start or complete projects of their own. Learn more ->