Van's RV-15

The RV-15 is Van's Aircraft's first-ever high-wing design and the company's dedicated entry into the backcountry/STOL market. After five decades of building sleek low-wing RVs (RV-3 through RV-14), Van's acknowledged that serious off-airport work demands high-wing geometry for visibility, cabin access, and wing clearance over brush. The engineering prototype was first flown in June 2022 and made its public debut at EAA AirVenture Oshkosh 2022, where it drew the largest crowds of the show.

The RV-15 is a two-place, side-by-side tailwheel airplane powered by a 180-225 hp Lycoming (standard is the 215 hp IO-390-EXP119 driving an 80-inch Hartzell Trailblazer three-blade constant-speed prop). Design targets include a 900+ lb useful load, sub-45 kt stall, 140 kt cruise, and takeoff/landing in under 400 ft - essentially offering Cessna 180 utility in a modern composite/aluminum kit at a builder-accessible price. A patented internal-shock main gear replaces traditional bungee or tapered-rod systems.

Van's Aircraft filed for Chapter 11 reorganization in December 2023 after a series of costly production missteps (laser-cut part cracking, Rotax/QuickBuild cost overruns). The company emerged in mid-2024 under CEO Mikael Via with restructured pricing and revived development cadence. The RV-15 went into production in July 2025, with wing kits shipping in December 2025 at roughly $19,650-$21,000. Tail kit deliveries begin May 2026, fuselage and firewall-forward August-October 2026, finish kit by end of 2026. The complete kit (less engine/prop/avionics) is listed around $85,000. See valuation-methodology for the "kit cost vs finished cost" relationship on experimentals.

Only one configuration is currently in production. All prototypes have been iterations of the same airframe; the design has evolved but there are no separate model letters.

All figures are design targets from Van's and early flight-test reports - not POH numbers. Van's publicly stated, "We're still refining the RV-15 kit, so we don't have complete specifications." Expect the final POH numbers to shift 5-10% in either direction by the time the first builder airplane flies.

The 140 kt cruise target is aggressive for a high-wing STOL airplane - if met, it would make the RV-15 roughly 20 kt faster than a Carbon Cub EX-3 and competitive with a Cessna 180. The sub-400 ft takeoff/landing claim assumes bush tires, proper technique, and probably less than max gross. At gross weight on pavement, expect numbers closer to 600-800 ft. The 60-gallon fuel capacity gives a book endurance approaching 5.5 hours at economy cruise, translating to ~750 nm still-air range - far better than any Cub derivative and a legitimate cross-country backcountry machine.

The IO-390's 215 hp is more than enough to pull 2350 lb out of short strips with authority; climb rates of 1200-1500 fpm are expected light. Density altitude performance should be excellent given the power loading (~11 lb/hp).

Assuming 1450 lb empty, 2350 lb gross, 900 lb useful load, 60 gal usable (360 lb fuel):

• Full fuel, two 200 lb occupants: 900 - 360 - 400 = 140 lb for baggage. Comfortable tent/camping load for a weekend.
• Full fuel, two 200 lb occupants, 100 lb gear: Still under gross. Range ~750 nm still air.
• Full seats + max 200 lb baggage + reduced fuel: 900 - 400 - 200 = 300 lb = 50 gal fuel. Still ~625 nm still air - impressive.
• Single pilot max-payload mode: 900 - 200 = 700 lb split between fuel and cargo. With 30 gal (180 lb) that's 520 lb of cargo in the 44 cu ft baggage bay - real utility hauling.
• Max-range mode: Solo pilot, full 60 gal, light baggage - endurance over 5.5 hours, still-air range approaching 800 nm.

The RV-15's payload-range envelope is the key differentiator from the Cub/Kitfox class: it can actually carry two full-size adults, camping gear, and useful fuel simultaneously, and go far enough to reach meaningful backcountry from most of the lower 48. Compare this to a cubcrafters-carbon-cub EX-3 which runs out of useful load with two 200-lb occupants and full fuel.

• Backcountry (9): This is the airplane's reason for existing. 900 lb useful load, sub-45 kt stall, huge 44 cu ft baggage area, high-wing geometry, and 215 hp put it squarely in Carbon Cub / Kitfox territory with more cruise speed and range. See backcountry-bush. Compared to cubcrafters-carbon-cub it trades a bit of raw STOL performance for significantly better cross-country utility.
• Local fun flying (9): Side-by-side seating, full-fuel two-pax capability, bush-capable gear, and enough speed to actually go somewhere make it a perfect weekend airplane for pilots who want to combine camping, fishing, and touring. See local-fun-flying.
• Cross-country (7): 140 kt cruise and 750 nm range are excellent for a high-wing two-seater; only held back from an 8+ by the two-place cabin and tailwheel handling in crosswinds.
• Cargo hauling (6): 900 lb useful load and 44 cu ft baggage area are generous for a two-seater, but it's still a two-seater - not a freight hauler.
• Surveying (7): High wing, good visibility, long endurance, reasonable cruise fuel burn, and the ability to operate from unimproved strips make it a plausible light survey platform.
• Flight training (4): Experimental, tailwheel, and not yet available in sufficient quantity. Builder-completed, so no two are alike - poor fit for structured primary training, though tailwheel transition training is plausible.
• Business travel (4): Two seats, tailwheel, experimental - non-starter for most business travel missions.
• Aerobatics (2): Not designed or stressed for aerobatics.

The RV-15 is sold without avionics. As with all modern RVs, the overwhelming standard is Garmin G3X Touch - typically a 10.6" primary with a second 7" display, GMC 507 autopilot, GTN 650Xi or GNX 375 navigator, GTR 200B radio, GTX 45R ADS-B transponder, and a GSU 25 ADAHRS. Expect $35,000-$55,000 installed. Dynon SkyView HDX is a common second-place choice at $25,000-$40,000. A minimalist VFR panel (single G3X + radio + transponder) can come in around $18,000. See the full pricing breakdown in avionics-pricing. Most RV-15 builders are likely to spec IFR-capable panels given the cross-country mission profile.

STCs don't apply to experimental aircraft - builders are free to modify. Expected common modifications:

• Bush tires: 29"-35" Alaskan Bushwheels ($3,500-$6,000/set)
• BRS ballistic parachute: Van's has not committed to a factory option; possible third-party install
• Auxiliary fuel / long-range tanks: Unlikely given the already-generous 60 gal
• Amphibious floats: Not currently announced; Van's has said they're open to studying it
• Skis: Aftermarket ski installations expected once airframes are flying
• Cargo pods: Belly pod concepts are being discussed but no production unit yet

• Parts availability: Excellent. Van's is the best-supported kit company in the world, with in-house parts, documented drawings, and 10,000+ flying RVs creating a robust aftermarket.
• A&P familiarity: Common. Any A&P familiar with Lycoming IO-390 and RV-series airframes can work on an RV-15. Builders with repairman certificates can perform their own annual condition inspections.
• Annual condition inspection: $500-$1,500 if not self-performed by a repairman-certificate builder.
• Expensive items: IO-390 top overhaul (~$15k), full overhaul (~$42k), Hartzell Trailblazer prop overhaul (~$4,500), G3X display replacement (~$6k).
• Typical operating cost: $90-$120/hour wet at current fuel prices excluding reserves; $150-$180/hour with engine/prop reserves.

See maintenance-ecosystem for parts and mechanic availability detail.

No used market exists yet. Projected valuation factors once airplanes start trading (3-5 years out):

• Build quality / workmanship: The single biggest variable for any experimental. A professionally built RV-15 will command 30-50% more than an average homebuilt build. Pre-buy with a known RV A&P is mandatory.
• Engine time: IO-390 overhaul is ~$42,000. Mid-time engines are worth roughly $20-25/hour remaining.
• Avionics: A G3X IFR panel adds $40-50k to market value; a minimalist VFR panel adds ~$15k.
• Tire/gear configuration: Bush tire packages and aftermarket gear mods hold value well given the mission.
• Builder logbook and kit generation: Later production serials with finalized Van's drawings will command premiums over early builder-modified prototypes.
• Expected pricing once fleet matures: $180k-$260k for typical well-equipped examples. See valuation-methodology for experimental valuation adjustments.

Experimental aircraft are not subject to FAA Airworthiness Directives, but Van's issues Service Bulletins and Service Letters that affect warranty/kit support.

Because no builder airplane has yet flown, there are no field-reported recurring problems. Anticipated watch items based on the prototype program:

• Laser-cut part issue carryover: Van's 2023 laser-cut primer-cracking saga does not affect the RV-15 - it uses punched parts from the start.
• Landing gear attach points: The patented internal-shock gear is novel and unproven at scale; inspect for wear patterns as fleet builds hours.
• Tail evolution: The prototype's original all-moving stabilator was replaced with a conventional stab + elevator + electric trim tab, meaning early documentation may reference outdated geometry.
• Engine selection pitfalls: Builders putting 180 hp O-360s on the airframe will see performance well below Van's published targets.

Van's has an outstanding history of responsive support via their technical department and Van's Air Force forum. See maintenance-ecosystem for the broader RV support network.

Experimental tailwheel aircraft face underwriting headwinds, and the RV-15 will be no different:

• Hull premiums: Expect $3,000-$5,000/year for a well-equipped RV-15 at ~$220k agreed value, assuming 500+ hours TT pilot with tailwheel endorsement and 25+ hours make-and-model (dual or transition training).
• Liability: $1M smooth is typically available; $100k/passenger sublimits are common on experimentals.
• Make-and-model time: Until the fleet grows, underwriters will require dual transition training from a qualified RV-15 pilot - at first, effectively from Van's factory pilots only.
• Low-time pilot surcharge: Sub-500 hr pilots or those without recent tailwheel currency should expect 50-100% premium loading or outright decline.
• Backcountry ops: Off-airport coverage riders and unimproved-strip endorsements may add 10-20%.

See insurance-underwriting for the full experimental category framework.