Vans rv-15

[Battson]

Yep. When I started into the BH world I was convinced all I needed was a 180hp O360 and still feel like the performance is adequate with a smaller engine. But, when I was flying an O360 BH with a friend in his 540 Bearhawk I was constantly frustrated that he could cruise a touch faster burning 1 gallon less per hour that I was. Unless your flying behind a fuel hungry engine, like a radial, they all put out about the same power per the amount of fuel burned.

I still very much like my Continental IO360 powered Bearhawk but when it come time for an engine there is a good chance it will get a bigger engine.

I have yet to meet anyone with a -540 who said they regretted the decision.

The -540 engine can be had more cheaply than a -360 in many cases, as they are not in high demand. They can easily burn 7.5 Gal/hr if you like to lean them hard, and still do 100kts.

They are all great aircraft at the end of the day. Some missions overlap, others don't.

I think we might still be talking about the RV-15....?

[Light&Sweet]

I will be driving to OSH today, so I should be able to see the -15 soon if it’s there. After reading comments on how experienced pilots operate flying to the wilderness, I am wondering if the RV15 has been mislabeled. In reality, the airplane looks like it might simply be aimed at those who want an aluminum, high-wing tail dragger that can be easily built. Van’s will sell a bunch. Never mind the bush flying, STOL stuff. That’s just Walter Mitty talking.

[Russellmn]

I think people are judging what is being marketed as "backcountry capable" against a true bush plane as it is used in Alaska. Nevermind the fact that the vast majority of pilots will never fly to, or in, Alaska or the Yukon/NWT/etc where those conditions exist to necessitate a true bush plane with the capabilities of a Super Cub.

[zkelley2]

I never expected it to be able to do what a cub can.
There is no reason at all to give up a ton of speed for the low end if you're not going to, or the airplane is incapable of using it.

[BravoGolf]

The RV-15 just arrived at AirVenture. All pulled rivet construction

[rodsmith]

I'm guessing the kits will use flush rivets like all their other models.

[BravoGolf]

According to Paul Dye they haven’t decided, pulled versus flush

[way_up_north]

There is something interesting going with the RV15 stabilator … in a aopa video it shows double sided mini-tabs(I forget the name for these flaps) at the end of the elevator… both up and down at the rear edge … maybe someone with a mind for such things can chime in… did they build the current stabilator too small and this gives it more authority?...its a prototype so maybe its sizes will differ from production...or maybe its a way to explore..what a larger elevator would do without building it..just add these strips

link to page with many detailed photos..https://dougreeves.smugmug.com/RV-15...ing-Prototype/



i-n3CQRBv-X2.jpg

[rodsmith]

I love the doors!

[Nev]

That's a servo trim tab on a full flying stabilizer. The servo tab deflects further upwards as the elevator is raised and vv (opposite to the Bearhawk system). It provides a very nice "feel" to the pitch control. The more the elevator input is increased the harder it's to add more input.

Looks like a gurney flap across the aft edge of the elevator.

[Nev]

Woah that's a very well thought out aircraft design. As Rod said, love the doors. The door latch is very simple.

[way_up_north]

That's a servo trim tab on a full flying stabilizer. The servo tab deflects further upwards as the elevator is raised and vv (opposite to the Bearhawk system). It provides a very nice "feel" to the pitch control. The more the elevator input is increased the harder it's to add more input.

Looks like a gurney flap across the aft edge of the elevator.

sorry..I should have been more specific...its the gurney flaps as you mention ..is what I`m referring to...they are opposed with them running on the top and the bottom of the stablator/elevator at the rear edge...ive not seen them used like this...the picture only shows them on top...the video shows the bottom opposing one..you can see it at 4:14 in the video

[Nev]

I think you got it right, they increase the control authority if I understand correctly.

[way_up_north]

at 4:45 they talk about some of the numbers

[Pbruce]

Thanks for the vid! I wonder if that right-angle tab on the stabilator is to prevent the dead-band which is present in some of the Piper planes with full-flying stabs?

It looks like Vans has put a lot of engineering into the gear. There were many comments on this forum about the ruggedness of cubs and Bearhawks over other designs. Perhaps Vans has achieved the “ruggedness” factor after all (it’s a bigger issue than just the gear, of course)

I’m surprised about the exclusive use of pull rivets. I get that many would-be builders think riveting is hard, but a little training overcomes this trepidation. Pull rivets must add significant cost and are cosmetically inferior. Vans knows how to sell kits though.
I’d sure like to know wing span, area, and airfoil.

[quesauce]

There’s a good write up on kitplanes. But it looks like 35ish feet in span, approximately 170 sq ft, and it’s a custom airfoil.

https://www.kitplanes.com/vans-rv-15-on-top/

[spinningwrench]

Discussion with VAN’s engineer yesterday indicates they will offer the kit initially as pulled rivets with the option to go to fully dimpled flush aviation rivets if the builder wants. They are experimenting with using a soft, pure aluminum rivet.
I thought the workmanship for a prototype was superb as it demonstrates the quality of VAN’s prototype shop since the aluminum skins were likely not an entirely prepunched affair. Door entry was excellent and cabin roominess was tremendous for us big guys.

[rodsmith]

I bet most will opt for flush rivets, I wonder why they are considering pure aluminum rivets, I don't believe any of their other designs use them.

[BravoGolf]

From the RV-15 presentation

Stabilator for better pitch authority
2 seat plus baggage
Taildragger first then conventional
Will be float capable
Kit will be offered with pulled rivets
Testing for flush 1/8 soft rivets but can’t promise flush rivets


IO-390 w 80” propeller

140kt cruise speed
Stall speed not released yet
T/O and landing under 400’
45-50 gallons
Optional long range tanks
200lb cargo capacity
Design target useful load 900lb
Available in 12-18 months

[Battson]

140kts... KIAS at 65% cruise? I'll eat my hat!

I bet that's TAS at mid altitudes with 85% or so.

[Utah-Jay]

Based on BravoGolf above, this thing will blow the Rans S-21 away.

Vans is the 800lb gorilla in the room, it will sell as many as they can make.

I saw the test wing is 35’ and 170 sq. ft., but they are going to reduce that for hanger usage, still gonna be a lot bigger wing that the S-21 at 141 sq.ft. The main and TW suspensions look great.

I still don’t think it is BH tough, no way a aluminum empennage can be as durable as a tube/fabric.

[Nev]

WOAH. Check out the color !!

68F4EB7F-A3CA-4979-AD0C-90D3F754C114.jpg

[Nev]

From the RV-15 presentation

Also, removeable stabilizer leading edge
One side pitch trim tab, one Servo tab
Tailwheel has a parallelogram design to keep the steering pivot line constant, with a vertical air-shock.

[spinningwrench]

Regarding pure aluminum rivets since the skins will be prepunched for pop rivets at a close spacing standard semi-hard rivets would be overkill for strength. If you have ever squeezed a pure aluminum rivet it handles like butter.

[Bcone1381]

I'll request permission to add some details on rivets. The typical rivet used on our aircraft is an AN426AD flush rivet. The last two letters designate the material. Our AD rivets are made from an aluminum that has a 26,000 PSI shear strength. An AN426A rivet (no D), is manufactured exactly the same, uses a different aluminum (1100 series) and has 16,000 PSI shear strength.