KITPLANES Editor at Large Paul Dye just returned from Aurora, Oregon, after two days flying Van’s Aircraft RV-15 prototype. This is the first time anyone outside of Van’s has been able to fly and report on the much-anticipated high-wing, backcountry aircraft the company has had under development for several years.
Dye has actually flown the aircraft on three occasions in different configurations and design iterations since last summer, but this is the first time he’s been cleared to speak publicly about it. KITPLANES will have a full review of the project in the September issue.
Dye’s flights have been primarily to provide feedback on handling qualities to Van’s as part of their RV-15 development program.
The RV-15 first debuted publicly at AirVenture 2022. KITPLANES had been given access during the design phase, and we’ve watched it develop from the original “Pine Pigeon” wooden cockpit mockup through the original aluminum airframe. That airframe—somewhat famously registered as an “RV-8X” and carrying N7357—has seen numerous changes over approximately 250 hours of flight time, with key factory test pilots at the controls. Dye has flown it with several different tails, ailerons, flaps, control configurations, and loading conditions.
“This is a capable backcountry aircraft, with plenty of space for two people and significant cargo—bikes, camping gear, or maybe an elk,” says Dye about the current airplane. “With meticulous engineering and patience, the design team has produced an airplane that ‘flies like an RV,’ can carry close to 1,000 pounds of useful load, climbs well, and has the ability to handle rough terrain and tough landings due to its unique (and patented) landing gear.” He especially appreciates the responsiveness and control harmony—always a key design element of the RV line—because it makes flying in and out of challenging backcountry strips simpler.
“You know the airplane will respond quickly and do just what you want, so you can concentrate on the runway environment without worrying whether the machine will do what you expect,” he reports.
Van’s Chief Engineer Rian Johnson says the company has more work to do, but they expect to exhibit the airplane at AirVenture again this year for potential builders and pilots to examine. The airplane is approaching its final configuration but will still gain a new fuselage center section before reaching its final form.
What’s the landing distance, what’s the takeoff distance? Those are two critically important numbers that define what is a backcountry airplane and what isn’t. The promised 140 knot cruise speed is great but I’m suspicious that it fits with an aircraft with real backcountry creds.
We’ve been concentrating on handling qualities so I haven’t gotten out a tape measure to measure either takeoff or landing rolls, but subjectively they are reasonably short. No, you probably aren’t going to win Valdez with an unmodified RV-15, but I would bet I’d be comfortable getting it in and out of any of the Idaho strips I have been into with Kitfoxes, Highlanders, and Cubs of various flavors. Except for those three strips that they don’t want you going into.