Van's RV-14 / RV-14A

Van's introduced the RV-14 in 2012 as the modern side-by-side two-seat design. The brief was straightforward. Take everything Van's had learned from 40 years of kit production and apply it to a fresh two-seater. Use a more powerful engine as the standard. Build a larger cabin. Improve the build experience so first-time aviation builders could complete the airplane without spending years figuring out how to interpret legacy plans.

The RV-14 incorporated production lessons from the RV-12 (Van's earlier light-sport design). Match-hole drilled aluminum, comprehensive build manuals with photographs, and quick-build subassemblies were all carried forward and refined. The result was a kit that a motivated first-time builder could complete in 1,500 to 2,500 hours rather than the 2,500 to 4,000 hours typical for the older RV-7.

Sales have been strong since launch. Van's has prioritized RV-14 production capacity in recent years as builder demand has grown. As of mid-2026, Van's reports about 700 RV-14s flying with another 500 in build. The fleet is the youngest in the Van's two-seat family, which means most used examples have current-generation glass panels and recent paint.

The 210 hp Lycoming IO-390 is the canonical engine and runs the entire RV-14 fleet. Cruise is 175 to 180 KTAS at 75% power and 8,500 feet, burning 9.5 to 10.5 gph. Lean-of-peak operation pulls cruise burn down to 8 to 8.5 gph at long-range power. The angle-valve IO-390 has noticeably better mid-altitude climb than the parallel-valve IO-360 in older Van's airplanes.

Useful load is solid for a two-seater. A typical IO-390 RV-14A with a Hartzell constant-speed prop has 580 to 620 pounds of useful load. Full fuel is 50 gallons (300 pounds), leaving 280 to 320 pounds for two adults and bags. The cabin is two inches wider at the shoulders than the RV-7 and the rear baggage area is meaningfully larger. Range with reserves works out to 800 to 950 nm at long-range cruise.

Aerobatic limits are +6/-3 g, similar to the RV-7. The RV-14 is aerobatically capable but most owners use the airplane for cross-country flying rather than serious aerobatic work. The cabin width and modern panel options make it more comfortable for long legs than the RV-7.

The Lycoming IO-390-A3B6 (210 hp, angle valve, fuel injected) is the only engine Van's approves for the RV-14. There are no carbureted or parallel-valve options. Lycoming's published TBO is 2,000 hours per Lycoming Service Instruction 1009 BE, advisory in experimental service.

Field overhaul of an IO-390 runs $38,000 to $55,000 in 2026 at a name-brand shop. Factory rebuild is closer to $80,000 to $90,000 at current Lycoming pricing. Owner-assisted overhauls are legal in experimental service and can cut labor costs 25 to 35 percent. The IO-390 is a relatively new engine compared to the O-360 family, but it shares a lot of common parts and shop knowledge is mature.

The Hartzell HC-C2YR aluminum two-blade constant-speed prop is the most common. Whirlwind composite props are popular on later builds. Both run on a 2,400-hour or six-year overhaul cycle per Hartzell Service Letter HC-SL-61-61Y Rev 12. Hartzell overhaul runs $3,500 to $6,000 in 2026. Whirlwind composite overhaul is similar at the top of that range.

Hourly operating cost on an RV-14 runs slightly higher than an RV-7 because the IO-390 burns more fuel and costs more to overhaul. The trade is meaningfully better cruise performance and a more refined cabin.

If you built it: fuel runs $55 to $75 per hour at $5.50 to $7 per gallon and 9 to 10.5 gph. Engine reserve is $19 to $28 per hour. Prop reserve is $1 to $3 per hour. Airframe maintenance reserve is $8 to $14 per hour. All-in at 100 hours a year runs $100 to $145 per hour, plus $4,000 to $7,000 in annual fixed costs.

If you bought it used: realistic all-in at 100 hours a year is $130 to $180 per hour. Insurance on the RV-14 has been working through the same early-fleet learning curve insurers go through with any new design. Underwriters are getting more comfortable with the airplane as the fleet builds claims history.

Acquisition cost in mid-2026 runs $200,000 to $275,000 for a clean used RV-14 with a glass panel, $275,000 to $375,000 for a low-time example with current avionics and recent paint. A new build with all current avionics, full IFR equipment, and professional paint typically lands at $275,000 to $375,000 in total cost, with 1,500 to 2,500 hours of builder labor on top. That's $50,000 to $100,000 more than a comparable RV-7 build.