In 1934 , the ARR decided to continue production of the
PZL P-11 fighter under license. IAR works were up and running for
almost 7 years and yet none of their designs had gone into mass-production.
Some government officials were seriously concerned about the future
of IAR's design bureau, due to lack of any firm orders for their projects.
For this reason, in early 1933 a unofficial message was
sent ( "off-record" of course ) to the IAR staff, telling
them that the ARR would purchase a small number of fighter-trainers,
if they could supply it relatively quickly.
Upon hearing this, the IAR design team immediately set to
work on a new type of airframe. The fuselage was rectangular in shape,
built from metal and wood, with the front half covered with duralumin
sheets and the rear half with pine plywood. From the previous designs,
only the three-section wings were used again, whilst the tail was
modified once more and the control surfaces were balanced. This time,
the "anti-crash" pylon had dissappeared, since it had been
realised that it caused a lot of drag without adding anything important
for the pilot's safety ( overall, it was just not worth it ).
Carafoli would have desired a new engine for the IAR-14,
but the lack of any real engine supply source outside IAR's own factory,
and time pressure forced him to equip the aircraft with the same Lorraine-Dietrich
12 Eb powerplant that equiped the IAR-12, produced under license by
IAR. The plane was armed once again with the two sincronized Vickers
7.7 mm machine guns firing through the propeller arc, each one having
a 500 rounds supply of ammunition.
First test flights took place in June 1933, and early results were
not very encouraging. Because the IAR-14 had to settle for the same
engine as the unsuccesful IAR-12, the performances were quite the
same. In September 1933, General Engineer Gheorghe Negrescu, the
man in charge with liaisons between IAR and the government, filed
its report on the IAR-14.
The report stated that " The IAR-14 is easy to fly and it also posseses the great quality of coming in slowly at landing, which gives undisputed superiority over many other modern planes, particularly the PZL aircraft. The IAR plane, like all low-wing monoplanes has excellent vertical visibility, superior in air combat to all
other airplanes, parasol or biplane . As for overall visibility, a careful study of the IAR-14 shows
it is better than that of most modern planes. Regarding lower visibility,
the inevitable drawback caused by the wing's position are compensated
by maneuverability. The IAR-14 is a rugged aircraft, a fact confirmed
by the incident at the airshow on the 4th of August, 1932, when it has
withstood vibrations which few other planes could have supported....The
IAR plane, fitted with a Lorraine engine, can serve not only as an excellent
trainer for fighter pilots, but also a fighter, while waiting to be equipped
with a new powerplant...". Following Negrescu's report, 20 IAR-14's
were finally ordered in late September 1933. Production was plagued with
problems, because of many other rush orders that had to be given priority,
with the last 3 planes being delivered to the ARR as late as September