Van's Aircraft begins taking RV-15 orders

The company announced on July 21 that it is taking orders, with wing kits to be delivered first, at a price of $19,650. The complete kit, which does not include engine, propeller, or avionics, is priced at $85,000, more than the RV–14 ($62,000) and a little less than the RV–10 ($86,000). Wing kit deliveries are expected by the end of the year, with the tail, fuselage, and finishing kits to follow in 2026.

Builders can mount a variety of engines, ranging from 175 to 220 horsepower. The updated RV–15 arrived at the show with a Lycoming IO-390 rated at 218 horsepower. The aircraft has a useful load of just over 900 pounds, and a stall speed below 45 knots. The RV–15 will cruise at 140 knots and needs less than 400 feet for takeoff and landing.

Inside the flight deck, the manual flap handle has been moved to the floor. It was located on the top of the cabin in the prototype, but Van’s engineers found the force required to move it to full deflection was too great. They also changed the flap tracks, and now they say the force required to deploy the flaps is greatly reduced.

The horizontal tail has morphed into a traditional fixed horizontal stabilizer and elevator with an electrically actuated trim tab. The stabilator from the prototype is gone.

Van’s Aircraft has traditionally sold tail kits first. But the company is still making minor alterations to the tail, so RV–15 buyers will get wing kits before the others.

Other aspects that have been finalized include a fuel capacity of 60 gallons in two wing tanks and a Hartzell Trailblazer propeller. Baggage capacity is a voluminous 44 cubic feet.

The patented main landing gear suspension system that includes internal shock absorbers will also stay.

"We have been taking the time to get it right," said Brian Hickman, a designer at Van's Aircraft. "The airplane flies correctly."

Hickman said the company took pains to ease assembly.

"We're deep into buildability," Hickman said. "You won't need a tape measure or a plumb bob. The airplane goes together very quickly. It's all precise, no trim adjustments needed. It works out of the box."

The RV–15 is the first high-wing airplane the Oregon company has produced since it was founded in 1972, and it’s been highly anticipated. The RV–15 drew crowds at EAA AirVenture 2025 even before the event officially opened.

The RV–15 project has been slowed by unprecedented turmoil at Van’s Aircraft. The company sought Chapter 11 bankruptcy court protection in December, 2023, after a series of costly production missteps. It raised kit prices substantially and emerged six months later under new management.

Founder Richard Van Grunsven had largely stepped away from day-to-day management before the bankruptcy and then made a series of personal loans to help keep the company solvent. Mikael Via, a former Glasair Aviation executive, joined Van’s Aircraft as chief executive in 2023 and led it through the bankruptcy process.

Van Grunsven said the RV–15 is in line with his “total performance” philosophy of producing airplanes that perform well in a wide variety of categories—and that it combines speed, range, carrying capacity, handling qualities, and endurance. The RV–15 adds short-field and off-airport capabilities to that list.

“The Super Cub-type airplanes have taken that original concept about as far as it can go,” he said. “The RV–15 has something new to offer that backcountry pilots will appreciate.”

The company also is working on a nosewheel version.