It had to perform like an RV, and it had to safely carry a real four-person load.Īsk any RV-10 owner or pilot and they will tell you, we hit that target. Taking what we knew, a new airfoil was chosen to best meet the requirements we’d set forth while still ensuring we nailed Van’s signature “Total Performance” criteria. We’d had some recent experience with thicker-chord, high-lift wing designs in the RV-9/9A. We also knew the wing would have to be a different design than we’d used previously. We hoped to make the standard-build kits even easier to build, and of course we knew we would eventually offer RV-10 QB kits. The metal portions of the kit were planned to be totally matched-hole, similar to the RV-7/9 kits we were already selling.
#X PLANE 11 AIRCRAFT DOWNLOAD VANS RV 10 FULL#
With the mission of carrying four actual, real, grown adults and a full load of fuel, plus some baggage, the RV-10 was designed taking into account a number of things we’d learned from prior models. In the end, it worked out – and quite well. The decision was made to invest the time and effort, and the company dove right in. If we’re being honest, the decision to create the RV-10 was a big one, with some significant risk that represented stepping outside the then-current footprint of the business and into a new segment. Over time it became apparent there was a real market for a four-place RV. Up until the point at which the RV-10 was conceived, Van’s Aircraft was a two-seat aircraft company. If fewer than four people are traveling, the rear seatbacks may be removed in a couple of minutes for extra baggage space. The baggage compartment will accept 100 pounds of “stuff” loaded through the baggage door on the left side. If necessary, it can be safely landed in very small spaces at speeds that give the occupants the best possible chance of escaping injury. Like all other RVs, the RV-10 has impressively low stall and landing speeds.
The cabin interior is designed around Oregon Aero seats and seat cushions, (provided in the kit) which provide the best available impact mitigation - and comfort. The composite cabin top provides roll-over protection. Occupant protection is an important design criterion. If you can land closer to your destination, you can gain a lot of time over “faster” airplanes that must use big paved airports a long way from town. At the end of a flight, the generous wing area, big slotted flaps and robust steel rod landing gear allow the RV-10 to land at virtually any small airport - grass, gravel or pavement. Even at gross weight, the RV-10 can operate out of very short runways and climb well at high density altitudes. RVs are known for short-field capability and the RV-10 is no exception. At 175 mph, the RV-10 is covering more miles per gallon than most of the luxury cars, pickup trucks and SUVs it is flying over. Company pilots often choose to cruise at 50-55% power and take advantage of the economy available there. This means cruise at lower speeds can be very economical. The RV-10 derives its high cruise speed from a clean, light airframe instead of from a big, consumptive engine. When many pilots say “performance” they really mean “speed.” The RV-10 is a fast airplane – it will cruise just under 200 mph – but speed is only part of the story. In our prototype, power is provided by a fuel-injected 260 hp Lycoming IO-540. The RV-10 is designed to fly well on various versions of the bulletproof six-cylinder Lycoming O-540 engine, developing between 235 and 260 hp.
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