The bushplane was not at AirVenture in part because the flight testing is still ongoing. Van’s engineering staff, which was recently split into development and quality-assurance arms, has focused on other projects but has been back to flying the engineering prototype RV-15 since April. The aircraft is expected to get the team’s full attention this summer.

• READ MORE: The Evolution of Van’s Aircraft

Right now, the team is planning to test a number of different configurations on the existing airframe, including a smaller wing of about 160 square feet—the current wing is 172 square feet. Because the existing airplane has very good low-speed capabilities, the goal is to trade some of that for a bit of cruise speed, though Rian Johnson, Van’s head of development engineering, says the company is happy with the speed it has now.

Of course, reducing wingspan, which is how they intend to make the change, will require balancing aileron and flap areas and may call for other control-system changes to maintain the handling balance they now have (and like).

• READ MORE: Van’s RV-15 Prototype Progressing Through Development

The engineers have been tweaking the tail feathers, including changes to the stabilator’s anti-servo tab gearing and other details. One of the current tests involves a mechanism that doesn’t fit inside the tailcone, so it’s outside as a proof of concept. Van’s didn’t necessarily want to show it off in this configuration. Johnson noted that it plans to test a conventional tail as well, one that’s close to but not exactly like an RV-10’s.

As previously mentioned, a new fuselage will be built that moves the wing aft 4 inches and subtly tweaks the relationship of seat/wing/engine. The windshield will have more rake, giving the RV-15 a sleeker profile.

Johnson also said that there will be changes to the instrument panel, which was originally placed to help ensure good over-the-nose visibility. He noted that the current RV-15 has better visibility than even some nosewheel RVs, so the panel can get some ergonomic tweaks and not lose that view. It’s not expected that the company will change the powerplant, which is currently a Lycoming IO-390.

Editor’s Note: This article first appeared on Kitplanes.

The post Van’s RV-15 Production Pushed to Late 2025 appeared first on FLYING Magazine.

Since Citation Excel deliveries began in 1998, Textron Aviation (née Cessna Aircraft) has delivered more than 1,100 units, making it the firm’s most successful jet in its 96-year history. Based on the XLS series, the newest iteration of the model, the Ascend, offers a number of features designed to extend the winning streak, including the more fuel efficient Pratt & Whitney Canada PW545D turbofans, an upgrade from the Collins Pro Line 21 to Garmin G5000 avionics with standard auto-throttles, increased payload, and more range. Scheduled maintenance interval shave been stretched to 800 flight hours or 18 months, whichever comes first.

The Ascend has new and larger flight deck and cabin windows, upgraded passenger seats, and improved acoustical insulation to soak up sound. The 8-inch dropped aisle has been filled in to create a flat floor. However, the dropped aisle remains an option for customers needing more center cabin headroom.

The Honeywell RE100 now is approved for unattended operation, freeing both flight crewmembers to focus on essential preflight chores. A host of other upgrades endows the Ascend with levels of comfort, quiet, convenience, and connectivity on par with Textron Aviation’s larger super-midsize aircraft. First deliveries are set to begin in 2025.

—With reporting by Fred George

Dassault Falcon 10X

The growth of the Dassault Aviation infrastructure at the Bordeaux-Mérignac Airport (LFBD) in western France can be attributed to the success of the Rafale fighter series, and the Falcon 7X and 8X, as well as the recent introduction of the 6X—and its upcoming big brother, the 10X. Dassault began parts assembly in 2022 to pre-pare for the final assembly of the first test articles underway this year. The all-composite wing is being built at a dedicated facility in Biarritz.

The 10X, announced in 2021, has had a long slow buildup, fitting for a jet that will be the largest built by Dassault and introduce the largest cabin of any jet purpose-built for the business aviation sector. That cabin features a new design path for the company, breaking out of the traditional mold with bold colorways and seating that looks more like that of a penthouse living room than an aluminum tube. It has already received several nods in international design competitions, including the Red Dot award from the Design Society of the U.K.

With a range of 7,500 nm at Mach 0.85—and a top speed of Mach 0.925—the 10X is powered by a pair of bespoke Rolls-Royce Pearl 10X powerplants rated at 18,000 pounds of thrust apiece and able to run on 100 percent sustainable aviation fuel (SAF). On the flight deck, the 10X gives pilots the FalconEye combined vision system, as well as carrying over the digital flight control system (DFCS) made popular on the 7X. As the Dassault pilots finish up flight tests on the 6X and move to the first 10X test platform later this year, perhaps, we’re certainly eyeing them with envy.

Dassault Falcon 6X

Long before pilots will get their hands on the DFCS sticks of the 10X, however, Dassault’s Falcon 6X will entice them to the flight deck. Now type certified under the European Union Aviation Safety Agency (EASA) and the FAA, the 6X leads the next generation of Falcons with its dual Pratt& Whitney PW812D engines. Rated at up to 14,000 pounds thrust, the powerplants propel the wide-body, long-range 6X to a range of up to 5,500 nm at Mach 0.80 and a max cruise speed of Mach 0.925.

The 6X preserves the relative short-field performance of its predecessors, with the capability to operate out of 3,000-foot runways with a partial fuel load.

The balanced field length for takeoff is 5,480 feet under ISA conditions at sea level and at the maximum takeoff weight of 77,460 pounds.

• READ MORE: We Fly: Dassault Falcon 6X

The 6X showed off its graceful, powerful ability to maneuver at the Paris Air Show in late June at the hands of pilots Philippe Duchateau and Fabrice Valette. Visitors to the display could sit on the flight deck and witness the four large-format displays, two tablets mounted on either pilot side, and roundly shaped pedestals from which to stabilize while entering data into the flight management system. It’s a well-thought-out cockpit design, with pilot-friendly touches in and around the instrument panel, such as EFB mounts. We watched passersby stroll in front of the nose through the head-up display with the FalconEye cutting through the gray and bringing everything ahead of the airplane into sharp focus.

Gulfstream G700

The race to certify the next long-range mount looked neck-in-neck between the Falcon 6X and the Gulfstream G700. With its paperwork filed and everything over but the shouting, the bird from Savannah, Georgia, first announced in 2019 is expected to begin deliveries in the first quarter of 2024.

The G700, which takes its strength from the Rolls-Royce Pearl 700 powerplants, can carry up to 19 passengers—and sleep up to 13—in as many as five flexible living spaces. The 7,500 nm range (at Mach 0.85) puts it squarely in the ultralong category, routinely cruising at 45,000 to 49,000 feet. In the conclusion of the flight test program, the G700 continued to set city-pair speed records. It flew into the European Business Aviation Conference and Expo (EBACE) and Paris on up to 30 percent SAF and marked a memorable flight from Savannah to Tokyo on SAF at an average speed of Mach 0.89.

And what’s in it for the pilot? A familiar Symmetry Flight Deck up front, paired with Gulfstream’s Enhanced Flight System, that you’d find on theG500 and G600, making the G700 a straightforward transition for aviators stepping up.

Gulfstream G800

The higher model number ascribed to the Gulfstream G800—sister ship to the G700—refers to the increase in range customers can expect when the platform debuts in a couple of years. Yes, topping the charts at 8,000 nm, the G800 achieves this on the same wing as the G700 by shortening the length of the fuselage and reducing the number of living areas to four.

The G800, currently in the heart of its flight test program, achieves the target distance powered by the same Rolls-Royce Pearl 700 powerplants, at 18,250 pounds of thrust each, at Mach 0.85. If you want to go faster—and sacrifice 1,000 nm of range—push it up to Mach 0.90. Or just get there fast by taking a shorter segment at Mach 0.925.

Gulfstream’s flight test crew flew the first test article with a finished interior—used for proving those components in worldwide environments and operating conditions—to the Paris Air Show.

A second test aircraft first flew on July 15 on a blend of 30 percent SAF and reached a top speed of Mach 0.935 during the mission.

Sitting up front, the familiar Symmetry Flight Deck offers pilots a total of 10 display screens up front—four large-format ones across the front left to right, and six smaller touchscreen displays that can be configured in nearly endless ways depending on the phase of flight, pilot preference, or during abnormal and emergency operations.

The predictive landing performance system works in the background to help prevent runway overruns—though the G800 is projected to mark a6,000 takeoff distance at its max gross weight of 105,600 pounds.

Gulfstream G400

Close kin to the G500 and G600, Gulfstream’s next answer to the large-cabin midsize question, the G400, takes its lineage from its bigger siblings. The OEM stretched the fuselage to 36 feet, 4 inches and leveraged Symmetry Flight Deck technology from the larger models to create an advanced jet boasting a best-in-class cabin cross section with up to 2.5 living areas, with 100 percent fresh air that is refreshed every two minutes.

Those fortunate passengers (up to 12, sleeping as many as five) will enjoy the G400’s projected 4,200 nm range at Mach 0.85 settings—that’s Geneva to Minneapolis—and a top speed of Mach 0.90 and a maximum cruise altitude of 51,000 feet. And that’s done more efficiently than on previous Gulfstream models. The combination of the advanced Pratt &Whitney PW812GA powerplants, wing with improved aerodynamics, and avionics management should realize up to 30 percent in greater fuel efficiency as compared to a G450 on a hypothetical 3,000 nm journey with eight passengers at Mach 0.85.

The G400 is in development alongside the G800, with its first test aircraft delivered internally and poised for a first flight later this year. Gulfstream predicts the airplane’s entry into service will be in 2025.

Bombardier Global 8000

The gauntlet thrown down in the ultralong-range market appears to be a spitting match between the Gulfstream G800 and Bombardier’s latest entrant in the Global series, the 8000. Yes, that 8000 translates directly into the expected range of the new luxury plat-form—but the Montreal-based OEM wants to not just equal but win on speed. Try Mach 0.94, according to the manufacturer’s latest claims.

And it wants to achieve that speed without sacrificing passenger comfort. Bombardier has developed what it calls the Smooth Flex Wing to blend control and agility with the ability to ride the bumps well. Like its competitors from Savannah, the 8000’s max altitude is 51,000 feet, and it will maintain a cabin altitude of 2,900 feet at FL410. Up front, the Bombardier Vision flight deck on the Global 7500 will assist pilots in managing both short and long segments. Four large-format displays sit between two EFB mounts, supplemented by the head-up display available for both the left and right seat. A fully loaded Global 8000—at 114,850 pounds—is anticipated to need just 5,760 feet for takeoff, with a landing distance of 2,237 feet.

HondaJet 2600/Echelon

In a follow-up to the introduction of the HondaJet 2600 concept—recently rebranded as the HondaJet Echelon— at the National Business Aviation Association’s (NBAA) convention & exhibition in October 2021, Honda Aircraft has made its next move in bringing the new model into its lineup. In June, the OEM revealed that development continues on the project, with its official “commercialization” or plan to pursue type certification on the clean-sheet light jet.

Intended to be a midsize jet in alight jet’s body, the HondaJet Echelon is aimed at a 2,625 nm range (four passengers and one pilot, NBA AIFR) and 450 ktas maximum cruise speed—but at 20 percent better fuel efficiency than other light jets and a 40 percent improvement over midsize models.

FAA type certification should come in 2028, with entry into service as a single-pilot-operated platform. Up to 11 people can be seated on board, with the option for nine or 10 passengers depending on crew requirements. Supply partners include Garmin for the G3000 flightdeck, Williams International and itsFJ44-4C engines, Spirit AeroSystems providing the fuselage, and Aernnova for aerostructures. Fabrication of the first airframe is underway as HondaAircraft completes initial engineering on the program.

Beechcraft Denali

Textron Aviation marked an important rite of passage in any airplane’s development program—its first appearance at EAA AirVenture in late July. The Wichita, Kansas-based OEM flew its third test article to the show in Oshkosh, Wisconsin—called “P2” in company parlance to designate the conforming airplane with a full interior for that phase of the flight test campaign.

There’s a lot you can understand much more immediately than you can with a mock-up. First, the air-plane feels like it stands roughly the same height as its Beechcraft brethren, the King Air 200 series. Once onboard, the ergonomics of the Garmin G3000 integrated flight deck harken to the Cessna CJ series but with the familiarity of the Brand G avionics. The powerplant installation includes FADEC and an auto-throttle—necessary for Garmin Autoland certification.

On the business end, the clean-sheet GE Catalyst engine is proving worthy of the investment in it, according to test pilots. As of May, the program included 26 engines built, with more than 5,400 hours of testing—figures that increase every day. The McCauley prop on the front is helping the combination to achieve even greater fuel efficiency than originally projected. The Denali will be certified with flight into known icing (FIKI) capability, completing what Textron Aviation calls “a jet-like experience.” Still, certification isn’t expected until 2025, recognizing the significant work remaining to bring anew turboprop engine to market.

Extra 330SX

The first production Extra 330SX may not be taking to the skies until next year, but the new single-canopy, aerobatic airplane is already spoken for. At a presentation at EAA AirVenture, company president Marcus Extra introduced Bob Freeman as the first customer.

The Extra 330SX improves upon the 330SC with better cooling up front on the 315 hp Lycoming and a Garmin G3X Touch flight display. The sporty airplane features high-performance ailerons, with 60 percent larger horns and modified wing tips, along with a reduced fuselage length. The combination leads to its stunning roll rate, which the company measures by mounting a Go-Pro in the airplane, taking it out for a series of rolls, then returning that video to the engineering team to calculate the rate.

Other improvements in the cockpit are proposed to deliver greater pilot comfort, including a taller stick with reduced side-to-side travel to better accommodate larger pilots—like Extra, who flew the airplane earlier this summer in a com-petition in Germany for the first time. The first deliveries will take place in2024, with the company ramping up its production space in DeLand, Florida, to meet the challenge.

Van’s RV-15

Van’s Aircraft debuted its first high-wing model at AirVenture 2022. Once more it flew the prototype to Oshkosh for the air show this summer with a few updates made to the still mostly mysterious kit in progress. Most take a bit of sleuthing to determine, but they include changes to the stabilator and anti-servo tab to improve stability and stick forces.

The ailerons have also been reshaped slightly, with hinge points moved, and changes made to the internal control system gearing influence stick throw. Van’s test pilots already report improved stick forces and control harmony.

The prototype stills runs from a fuel tank located in the cabin. Van’s plans to build new wings that will mount the fuel tanks, reported at 60 gallons total, internally, following legacy high-wing designs with this increase in pilot/passenger protection in the event of an accident.

With the wing moving back about 4 inches, Van’s will see benefits to load carrying and CG—and allow for the use of lighter powerplants than the current Lycoming IO-390, though it’s expected to be the core engine.

The airframe features unique, damped landing gear intended to smooth out vagaries in both pilot and runway surface. Van’s is sticking to its previously announced plan* to begin taking deposits 12 to 18 months after the airplane’s debut. It is likely to need at least six more months to get the design pinned down and prepare to build kits.

—With reporting by Marc Cook

*Since this article went to press, Van’s Aircraft has filed for Chapter 11 bankruptcy protection and the timeline for the RV-15 is unknown.

Tecnam P-Mentor

Tecnam Aircraft debuted its P-Mentor at EAA AirVenture 2023, though the airplane is already approved under EASA CS 23, the equivalent to FAA Part 23 certification. The P-Mentor, featured and test flown in FLYING’s Issue 939, should see the agency’s nod in early2024, according to the company.

• READ MORE: We Fly: Tecnam P-Mentor

The P-Mentor is a two-seat aircraft designed to be a primary training platform, equipped with Garmin G3XTouch and GTN 650Xi avionics and boasting almost un-heard-of fuel economy at 3.7 gallons per hour.

This low consumption translates to low operating costs for owners and renters—and means lower carbon dioxide emissions. The P-Mentor’s fuel consumption results in up to nine operating hours between refuelings.

Powered by a FADEC-equipped Rotax 912iSC3 powerplant, the heavier-than-an-LSA P-Mentor shows graceful handling characteristics and docile slow flight and stall behavior. Takeoff ground roll at less than max gross was around 1,000 feet, with a landing roll less than that on a grass strip at the company’s headquarters in Capua, Italy. The comfortable cockpit can also accept a Garmin GFC 500 autopilot for serious cross-country and IFR operations. Several flight schools in the U.S. signed orders for the trainer at AirVenture.

—With reporting by Amy Wilder

Elixir Aircraft

Elixir Aircraft, based in La Rochelle, France, has also posted a sales streak for the training version of its aircraft, with a deal closed in June on more than 100 units—50 on option—with Sierra Charlie Aviation in Scottsdale, Arizona. The agreement caps a growing order book for the OEM as it brings three versions of its single-engine airplane to market.

Most of the models—intended for flight training—feature the 100 hp Rotax 912iS powerplant with a full glass cockpit. Sierra Charlie Aviation plans to integrate the airplanes into its Aviation Career Program, an ab initio course focused on identifying varying learning styles and steering those pilot applicants toward success. The composite airframe is built through the One-Shot manufacturing process to reduce parts count.

Elixir delivered five of its 912iS versions in 2022 for a total of more than 10 made so far by press time. The company was founded in 2015 by a trio of engineers who sought to reduce costs in flight training by lowering parts count and increasing efficiency in training aircraft. The first model achieved initial EASA CS 23 type certification in 2020, with FAA validation pending.

This article first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post What’s Next in New Aircraft appeared first on FLYING Magazine.

The post Gallery: The Evolution of Van’s Aircraft appeared first on FLYING Magazine.

During a webinar hosted by the Experimental Aircraft Association (EAA), Van’s Vice President Greg Hughes was accompanied by the company’s test pilot and multiple engineers to provide an overview of the airplane’s design, flight characteristics, and progress toward production. Following the main presentation, the group fielded questions from webinar attendees.

The company emphasized that the design is not final and that various aspects are still being changed as opportunities for improvement are discovered. Nevertheless, Van’s provided a detailed overview to attendees, complete with photos, diagrams, and video footage.

Overall Design

Van’s confirmed that the RV-15 will be a two-place backcountry airplane with a large baggage compartment behind occupants. During the design phase, engineers built a wooden cabin mockup to evaluate interior dimensions and discovered that the limited height of the aft cabin would be insufficient for adults. Additionally, the company’s research found that the vast majority of backcountry pilots fly almost exclusively alone or with only one passenger. 

The team also discovered that target customers value the ability to transport a large amount of gear in their aircraft. Accordingly, Van’s presented the RV-15 as a solution to not only access the backcountry but to bring along the gear and equipment most often utilized by backcountry enthusiasts. The targets of a minimum 900-pound useful load and 200-pound baggage capacity remain unchanged from initial figures.

• READ MORE: Van’s Aircraft Celebrates 50th Anniversary With a High-Wing Design

While the airplane is being designed and optimized as a tailwheel, Van’s confirmed it will eventually be offered in tricycle-gear configuration. This will position the type as a potential solution for flight schools looking for a primary trainer. The airplane will also be compatible with floats and skis, with special attention paid to simplifying the transition between wheels and floats. 

Van’s opted not to introduce aerobatic capability to the RV-15, reasoning that doing so would compromise the mission of the airplane. A ballistic parachute is planned as an option.

Wing, Tail

The RV-15 utilizes a modified version of the NACA 23000-series airfoil utilized in most other Van’s aircraft. This, engineers explained, enables the airplane to retain much of the same feel and handling qualities of existing models while optimizing it for an altogether different flight envelope. Because the RV-15 is designed to be a backcountry airplane with good STOL performance, special attention has been given to the low-speed characteristics, and the airfoil modifications are primarily aimed at softening the relatively abrupt stall break inherent in the standard airfoil. 

Much of the low-speed performance comes from the large-span Fowler flaps. While the maximum flap setting is listed as 50 degrees, this is being evaluated and may change. At 50 degrees, no issues have thus far been noted with regard to the flaps affecting pitch control, even in slips. 

Part of the reason for this is the company’s choice to use a stabilator rather than an elevator. The all-moving horizontal surface provides greater pitch authority than an elevator-equipped horizontal stabilizer while also expanding the allowable center of gravity range. 

Van’s opted to use a strut-braced wing for the RV-15, explaining that a strutless cantilever wing would have been unacceptably heavy. Additionally, the wing struts provide a useful means of pushing and pulling the airplane around on the ground. This will be of particular value when moving the airplane over some of the more challenging surfaces a pilot might encounter off-airport, such as tall grass and mud.

Fuel capacity will increase from the current 50 gallons to 60 gallons for production kits, helping to maintain range with larger engines. To enable refueling without a ladder, fuel caps will move farther inboard, making them more easily accessible while standing on the wheel struts.

Engine

The RV-15 engineering prototype utilizes a 215 hp Lycoming IO-390-EXP119 and an 80-inch Hartzell Trailblazer propeller. The airplane was intentionally designed to be able to accept a variety of engines, from 180 to 220 hp. In addition to increasing the overall number of options for builders, Van’s pointed out that this flexibility enables a builder to install a used engine—such as the Lycoming O-360A1A—thus lowering the total aircraft price substantially.

Landing Gear

The RV-15’s clean-sheet landing gear design is perhaps the most revolutionary aspect of the airplane. Equipped with air-sprung, oil-damped suspension all around, the gear provides good control on uneven surfaces while softening firm landings.

With 7 inches of suspension travel at the main gear axles and 4.5 inches of travel at the tailwheel, the suspension should soak up even the most massive hits. Indeed, Van’s claims their design provides more cushion than 31-inch tundra tires with standard landing gear designs. Unlike big tires and spring-steel landing gear, the oil-damped shocks should provide a slow, controlled rebound with little tendency to bounce.

Anticipating regular trips to remote destinations, Van’s utilized two shocks for each main gear leg. If one should fail, the remaining shock will enable a return home for service.

The tailwheel is similarly advanced. Utilizing a four-bar linkage, the caster angle is adjustable and remains constant throughout the range of suspension travel. A video shown in the webinar shows the tailwheel resisting lateral flex during spirited ground maneuvering and extending in a slow, controlled manner after liftoff. 

The prototype’s gear design is being refined to be simpler, lighter, and less expensive to produce. Additionally, the main gear will be lengthened by one inch to provide additional propeller clearance. The additional clearance will enable floatplane pilots to leave 82-inch props in place when removing floats and installing wheels. 

Cabin

Van’s engineers focused on maximizing interior space for both occupants and cargo in the baggage area. Occupants are provided with side-by-side seating and floor-mounted control sticks that incorporate forward bends to ease ingress and egress. When paired with cutouts in production seats, these bends will also allow the seats to slide as far forward as possible, easing the loading and unloading of outsized cargo through the main doors.

A left-side aft baggage door will be standard. Again anticipating recreational trips to remote locations, engineers ensured the baggage door will swallow everything from generators to full-sized coolers to a pair of full-sized mountain bikes, provided their front wheels are removed. One engineer even confirmed the baggage door is dog compatible, reporting no issues with his dog while using it for boarding and deplaning. 

Although the RV-15 engineering prototype already boasts more cabin width than a Cessna 180, the fuselage is being modified to further increase knee and leg room. Van’s 5-foot, 11-inch tall test pilot reports sufficient space and comfort, as well as good outward visibility. For production airplanes, the engine will be moved slightly downward to further improve forward visibility.

Because the wing will be moved slightly aft on production RV-15s, production versions will utilize a floor-mounted flap lever as opposed to the prototype’s overhead lever. Concerned about having to lean down and forward to reach the lever as in Cessna 170s and 180s, Van’s ensured the RV-15’s seats were positioned close enough to the cabin floor to keep the flap lever within easy reach.

Performance

Van’s R&D engineer and test pilot Axel Alvarez provided a detailed account of the prototype’s performance thus far. Under no-wind conditions at a sea-level density altitude with 30 gallons of fuel and 110 pounds of ballast aboard, he reported a takeoff ground roll of 225 to 230 feet, taking approximately 5 seconds to lift off. The subsequent climb returned a climb rate of 2,000 to 2,200 fpm with an indicated deck angle of 20 to 21 degrees while maintaining 65 knots.

Van’s didn’t mention cruise speeds, but Alvarez reported a 150-foot landing roll on asphalt when utilizing a three-point landing technique and small six-inch tires. Perhaps most impressive, he reported that even when “smoking” the tires under heavy braking, there was “absolutely no nose-over tendency with the stick all the way aft.” 

Delivery and Pricing

At EAA Airventure 2022, Van’s reported that the RV-15 kit would be available in mid to late 2023. The company confirmed they are still on track to meet that timeline and said the order book would be opened when they have more confidence regarding kit delivery schedules. The company expects wing kits to be the first kits to become available, followed by tail, fuselage, and others. Van’s does not expect the RV-15 program to impact the manufacturing or delivery of current aircraft kits.

• READ MORE: Van’s RV-15 Attracts a Crowd at Oshkosh

Pricing for the RV-15 has not yet been determined. But when asked for an estimate, Van’s said the pricing will be below that of the RV-10, which ranges from $61,350 for a standard kit and $80,850 for a QuickBuild kit. Addressing the question of whether the RV-15 might cost as much as an RV-14 kit which ranges from $43,200 to $64,700, the company responded, “Possibly.”

The post Van’s RV-15 Prototype Progressing Through Development appeared first on FLYING Magazine.

The RV-15 is the first high-wing design to come from the Oregon-based kit manufacturer and is a bid for the growing backcountry market.  

All day long, crowds of curious people carefully walked around the RV-15, commenting on its sheer size, beefy landing gear, and fat tires. The size of the fuselage interior and the baggage door—the latter is drawn on the prototype—gained a lot of attention from people who like to have lots of room for their gear.

The RV-15 was proposed in 2019 and production started in 2021. Last month, the engineering prototype began test flights.

Van’s salespeople noted that orders for the new design are not being taken yet, because the test flying hasn’t been completed, so they don’t have all the data needed to determine if any tweaks or changes need to be made before the kit enters production.

In addition to admiring the new design and the popular favorites on display, people were invited to write a message on a monolith wishing Van’s a happy 50th birthday. Many Van’s fans who signed  the board included their RV design and tail number in the greeting.

The post Van’s RV-15 Attracts a Crowd at Oshkosh appeared first on FLYING Magazine.

“This is the first high-wing design by Van’s,” notes Greg Hughes, Van’s vice president. “We began flying it last month and it flies well, but I want to stress that it is the engineering prototype so it is functionally pretty close to the final design.”

The purpose of the all-metal RV-15 will be backcountry flying. The website touts that this airplane will allow the pilot to “go places, get dirty and catch fish.”

The RV-15 is a clean-sheet design, says Hughes, although Van’s fans may notice a family resemblance to other company designs through the cowling and the distinctive P-51 Mustang-inspired tail. The landing gear of the high-wing is described as backcountry friendly, with an internal shock absorber.

As this story was being prepared, Van’s Aircraft was still test flying the prototype, and had not made a decision as to whether it would make the trip to EAA AirVenture in Oshkosh, Wisconsin, later this month.

“When it’s ready, it’s ready,” says Hughes, emphasizing it is not about a timetable to follow, rather it’s about making sure the engineering and performance aspect of the aircraft meet Van’s expectations.

“What we have learned from the engineering-prototype-article airplane will inform and drive any tweaks and adjustments we will make in developing the kit airplane. The kit airplane needs to be highly buildable. Aesthetic form will follow function, and the engineering prototype’s functionality is pretty close to final design. It is designed and constructed…in a way that allows flexibility in configuration, and ability to make small changes that we would make in the first flying article.”

Hughes added that Van’s is not taking orders for the RV-15 just yet.

Van’s has been very closemouthed on the specifications of the new design, saying they don’t want to give any details until the aircraft is perfect. What they have released thus far: It is a high-wing, backcountry capable, all-metal design that will feature a control stick. According to the website, the engine will be a Lycoming, the aircraft will have seats (“yes”) and “lots” of baggage room. 

The Van’s RV-15 will premier as a tailwheel-equipped aircraft, and a tricycle version will follow.

About Van’s Aircraft

Van’s Aircraft entered the kit airplanes market in 1972 with low-wing, all-metal designs. 

The designs range in size from the single-place RV-3, and several dual-place designs ranging from side-by-side to tandem seating and the four-place RV-10. Van’s designs are known for their versatility. They can be built for aerobatics, cross-country flights, and there is a special light sport aircraft (S-LSA) that can be purchased as a completed build. If the rows and rows of Van’s RVs at AirVenture are any indication, Van’s Aircraft owns the lion’s share of the kitplane market.

The post Van’s Aircraft Celebrates 50th Anniversary With a High-Wing Design appeared first on FLYING Magazine.