January 2025 – RV-14 Build

Misc Firewall Forward

Posted on January 26, 2025 by Neal

Tonight I tackled a few small jobs that had been on the to-do list. I switched out the manifold pressure fluid fitting for one with a restrictor inside, I took some adel clamps off and reinstalled for better wire routing, I safety wired the oil dipstick mount, and I plugged the e-mag ignition cables into the spark plugs.

The manifold pressure fitting I had installed was the Vans component I had originally installed. I later bought the Aircraft Specialty emag install kit, which comes with a 45 degree fitting with a flow restrictor inside. The flow restrictor dampens the fluctuations of air pressure when the engine is running, making for a more accurate manifold pressure reading.

To replace the fitting I first took off the air line, and tried to access the fitting. The baffling makes access a little difficult, so I decided to disconnect the oil return line so I could move that out of the way to gain access. I was then able to access the fitting and remove it. I cleaned up the threads, and then installed the new 45 degree fitting (used loctite 567). Unfortunately I could rotate the 45 degree fitting due to interference with the fluid fitting for the oil return line. I ended up removing that fitting too, installing the MP fitting, cleaning the threads, and then reinstalling the oil return fitting and then the line itself. It was a bit more work than I hoped, but it turned out well and the new setup is much better. The 45 degree fitting also allowed me to reroute the MP line to a more convenient location, out of the way of the oil cooler scat hose.

Safety wiring the oil dipstick mount was hard to reach, but not too bad once I had figured out how to get my hands into the small gap.

I plugged in the ignition lines, and started working on changes to the clamp setup to hold the lines.

The stainless line is the manifold pressure sensor line. This now connects to the back right cylinder via a black 45 degree fluid fitting. The blue fluid fittings are the oil return line which I had to disconnect to gain access to the MP fluid fitting

Two of the ignition wires I connected. I need these connected so I can finalize my wire routing in the engine compartment

Cooling Flap

Posted on January 20, 2025 by Neal

With the oil cooler in place, and the cowling holes drilled, I was able to final install the cooling flap, and hook up the control cable.

I found the screws and mounted the cooling flap assembly to the bottom of the fuselage. In the process I noticed a series of 4 pre-drilled holes in the bottom of the fuselage that I’ll need to investigate and probably fill. Two of them look like a spare antenna mount, and the other two could be drain holes.

Once the flap was in position I hooked up the control. It was a little fiddly to get it just right, but in the end it worked out ok. The flap closes and leaves a small cushion gap per the plans, and it operates very smoothly.

After I finished I noticed that the plans call for washes under the screws that hold the cooling flap in position. They aren’t mentioned earlier in the plans when initially test fitting the cooling flap assembly, so I hadn’t noticed them at first. I’ll have to find the washes and install them later.

Cooling flap assembly installed and taped down at the back end

Threading the control cable through the drilled bolt that acts as the pivot point for the flap door control

End of the cable after setting the length and bending and trimming the control cable

Oil Cooler Install

Posted on January 19, 2025 by Neal

Today I worked on installing the oil cooler. I was able to get it done, but I did run into some problems. The biggest issue was that the plans called for a 60 degree clocking of one of the fluid fittings on the oil cooler. But this angle had it pointed directly at the scat tubing for the cabin heat. There was no way the oil line would have fit, and access to the fitting was limited. Unfortunately I didn’t realize this issue until I had already set the RTV and installed the air inlet. My choices were to either remove the oil cooler and the fluid fitting then reinstall at a different angle, or move the scat hose out of the way. I decided to try to move the scat hose and the related assembly to make room for the oil line. This seemed less disruptive than removing the oil cooler and redoing the RTV.

In the end I was able to move the scat hose just a little, and while it was disconnected I hooked up the oil line. Once the oil line was routed to the engine, it bent away from the scat hose just enough to make it work out.

Torquing the b-nuts on the fluid fittings was challenging, as I had to use a crow foot to apply torque. I used a wrench to hold the fluid fittings while torquing the b-nuts to avoid applying excessive torque to the oil cooler.

In the end I’m pretty happy with how it turned out.

The air inlet. The large bead of red RTV in the foreground squeezed out once I torqued the bolts. It was subsequently removed leaving that row of veins unobstructed.

The fluid fitting in the top of the picture is oriented to be pointed directly at the scat tube. I had to move the scat tube out of the way to allow the oil line to fit

Looking up after moving the scat tube. The fluid fitting is visible in the background, just to the right of the scat tube. This was enough to allow the oil line to sneak past the scat tube.

The other oil line connected and torqued

One of the oil lines where it connects to the engine. In the background is a rats nest of wiring, something I’m looking forward to tidying up soon.

Looking down, both oil lines are visible, either side of the oil filter. The red cap in the foreground is the last port that needs a fitting. This is an unused tach port, and I need to order a cap to go over it.

Oil Cooler Fittings and Seals

Posted on January 19, 2025 by Neal

Tonight I installed the two fluid fittings on the oil cooler, and the two rubber seals which will sit between the oil cooler and the air inlet.

The fluid fittings were easy enough. Vans published a video of this procedure, highlighting the need to use two wrenches to avoid torquing (and cracking) the oil cooler. The cooler is made of fairly soft aluminum, and cannot handle the torque needed to seat the fluid fittings. There have been cases of oil coolers failing in flight, and even a recall on a batch of coolers (mine is not affected).

I followed the video, measured the clocking angle, and installed the two fittings.

Then I proceeded to apply silicone adhesive to the sides of the top of the cooler, and followed the instructions to glue down the two seals.

I also spent time filling in the remaining gaps on the inlet where I missed a spot or two when applying RTV last night.

Both fittings installed. Note the two wrenches used, one to hold the nut on the cooler, and one to torque the fitting

Bottom Cowl Screws

Posted on January 16, 2025 by Neal

Tonight I finished a job on the cowling, locating and drilling the screw attach points on the trailing edge. There are a total of 8 holes, 4 in the middle section, and two more on each side. There’s a template supplied for the outboard holes, so I made the template and drilled those outboard holes, then attached the heat flap to locate the 4 center holes.

I was careful to not drill into the nut plates, which would cause them to lose their ability to hold the screws.