Update on the Van’s RV-15 Project

Forum 7 filled early yesterday morning with members of “Van’s Air Force” anxious to hear updates on the RV-15 and other Van’s Aircraft projects. Those attending the Engineering Insights and Innovation session learned much during the hour-long, information-dense presentation by Chief Engineer Rian Johnson and newly promoted Design Engineering Manager Brian Hickman. We hope Van’s will soon post the PowerPoint presentation, but here are bullet points from my notes:

• Current testing of the “test article” version of the RV-15 gets 137 knots in level flight with no wheel pants. They expect to reach 140 knots or better.
• The design consistently meets “MOSAIC-qualified” standards. MOSAIC certification testing will begin after AirVenture.
• Useful load is 900+ pounds.
• Stall speed is under 45 knots at gross weight, and better at lower weights.
• Takeoff and landing distance is less than 400 feet.
• Spin testing has been completed with flawless success.
• Designed for an engine of 175 to 220+ hp (engine at least 265 pounds).
• They expect most personally built RV-15s to be licensed as E-LSA. Anyone seeking an airworthiness certificate under E-AB (Experimental-Amateur Built) will have to do their own National Kit Evaluation Team (NKET) checklist. The factory does not intend to seek FAA-approval for the 51% rule. This is important information because any deviation from factory instructions during the build will disqualify a plane from E-LSA status. ADDED NOTE: Brian Hickman clarified that Van’s Engineering Team is developing a list of accepted alteration and the use of recessed, solid rivets on leading edges will be an accepted alteration. Using alternate brake systems will also likely be on the acceptable list.
• The tail has been greatly modified since last year, removing about 30 pounds. Final configuration is a trimmable horizontal stabilizer with a conventional elevator and no trim tab.
• The size of the tail is approximately the same as the RV-10.
• A pair of Cessna 180-like jackscrews, but more robust, larger, and less complex.
• Machined stainless steel yoke carrying flight loads into the airframe.
• Stabilizer moves throughout a 10° range with solid travel limits.
• Uses a simple chain drive from a central electric motor and fixed tensioning system.
• Easy access to the jackscrews is provided by access through doubler holes on both sides of the fuselage.
• If one jackscrew fails, a single one can do the necessary lift for structural redundancy.
• Breakage of the chain means the jackscrews stop in their current position with no chance of back drive.
• The empennage fairing will be much like that on the Cessna 180.
• The pedals will be more adjustable than on the RV-14.
• Designed to comfortably fit the 5% female to 95% male.
• The geometry is set up so a short-legged person in the seat forward has the same sightline as a long-legged person in a seat set back.
• A blank avionics panel from Van’s will likely be in the Finish Kit.
• They are on their fourth design of the flap controls. The lever is still on the floor, but cables will run behind the bulkhead and will be completely covered.
• Flap forces are very low for the first three notches, but the fourth takes a significant pull.
• Flap notch one is the neutral setting.
• The windscreen and door panels will be pre-molded Plexiglas and cut-to-fit into composite frames. Replacement is expected to be possible without cutting the frame or repainting.
• Baggage door on the port side will be horizontally split and huge. Top will be held open by struts. Lower half falls down or may be held by a chain to form a table.
• They expect the “systems” to be in the fuselage kit.
• Gross weight is expected to be 2,400 pounds. Empty weight will “depend on how you build it.”
• Flap extension speed is currently 90 knots! Once the flaps fully extend, the vertical angle is astonishing! This characteristic made us wonder what seat belts are planned for the aircraft.
• They plan final testing to be done on tail, nose, and float configurations at the same time. This statement suggested that all three versions of the fuselage will be released at the same time, or at least in quick succession.
• Engineering is currently working on the Kit Assembly Instructions for the fuselage.
• They are targeting the end of the year for first fuselage subkit shipments/pickups.

Ed. note: Updated 7/23 to add note from Brian Hickman about E-LSA modifications by builders.