To enable refueling without a ladder, fuel caps will move farther inboard, making them more easily accessible while standing on the wheel struts. 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.įuel capacity will increase from the current 50 gallons to 60 gallons for production kits, helping to maintain range with larger engines. Additionally, the wing struts provide a useful means of pushing and pulling the airplane around on the ground. Van’s opted to use a strut-braced wing for the RV-15, explaining that a strutless cantilever wing would have been unacceptably heavy. The RV-15’s stabilator, shown here with strands of yarn to help visualize airflow during testing. The all-moving horizontal surface provides greater pitch authority than an elevator-equipped horizontal stabilizer while also expanding the allowable center of gravity range. ![]() Part of the reason for this is the company’s choice to use a stabilator rather than an elevator. At 50 degrees, no issues have thus far been noted with regard to the flaps affecting pitch control, even in slips. ![]() While the maximum flap setting is listed as 50 degrees, this is being evaluated and may change. Much of the low-speed performance comes from the large-span Fowler flaps. Large Fowler flaps enable admirable STOL performance. ![]() 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. 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. The RV-15 utilizes a modified version of the NACA 23000-series airfoil utilized in most other Van’s aircraft. A ballistic parachute is planned as an option. Van’s opted not to introduce aerobatic capability to the RV-15, reasoning that doing so would compromise the mission of the airplane. The airplane will also be compatible with floats and skis, with special attention paid to simplifying the transition between wheels and floats. This will position the type as a potential solution for flight schools looking for a primary trainer. While the airplane is being designed and optimized as a tailwheel, Van’s confirmed it will eventually be offered in tricycle-gear configuration. READ MORE: Van’s Aircraft Celebrates 50th Anniversary With a High-Wing Design.The targets of a minimum 900-pound useful load and 200-pound baggage capacity remain unchanged from initial figures. 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 team also discovered that target customers value the ability to transport a large amount of gear in their aircraft. The ability to transport two full-sized adult bicycles was an early design goal. Additionally, the company’s research found that the vast majority of backcountry pilots fly almost exclusively alone or with only one passenger. 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. Van’s confirmed that the RV-15 will be a two-place backcountry airplane with a large baggage compartment behind occupants. Nevertheless, Van’s provided a detailed overview to attendees, complete with photos, diagrams, and video footage. The company emphasized that the design is not final and that various aspects are still being changed as opportunities for improvement are discovered. ![]() Following the main presentation, the group fielded questions from webinar attendees. The engineering prototype of the hotly-anticipated Van’s Aircraft RV-15 is performing well, exhibiting good handling characteristics and delivering better-than-expected performance, the manufacturer said Friday.ĭuring 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.
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